Method and a device for the rail traffic on multiply, parallel guide-ways also as toys

ABSTRACT

A Method and a device for a rail traffic on parallel guide-way and also as toys which are effected and consist by a vehicle with wheels or linear motor sleds which, by means of transport member preferably from a kind of hydraulics (at toys by springs or folded bellows), is able to be lifted from one guide-way across to another neighbouring one without railway switch, whereby the guide-ways preferably are stepped arranged on carrier pillars. An individual rail traffic is rendered possible by the one which is not bound by general stops, because the vehicle is able to halt on the lowest gauge even on a guide-way-free pavement. The average velocity of the vehicle is increased with each rail step. The number of the lanes can be largely augmented because the vehicles are also able to run overhanging and partially overlapping and because the narrow gauge is chosen. For the freight traffic, a vehicle is able to use multiply guide-ways, whereby the wheels are held perpendicularly up to the rails during the gradual lowering of the guide-way up to a single guide-way plane. An automation could be caused with automatic distance control between the vehicles, the accident hazard could be lowered though the acceleration of the traffic, but by the avoiding of cross roads combined with an avoiding of exhaust-gas because of the electrification. Biotops could be increased. The transition from the road traffic of today would be possible nearly frictionless. It is especially considered to make a pattern for the use as toy.

SCOPE OF THE INVENTION

It is the scope of the invention to create a traffic system which will be able to displace the car and broad gauge in passenger and transport of goods by a widely ramified rail system apt for small cabins. Therefore, an individual rail traffic is strived which falls back, relating to the passenger traffic, upon the narrow gauge by the parallel conducting of multiply gauges preferably graduated and staggered at the height. Nevertheless, the major part of the freight should also be mastered thereby under a frictionless transition from the today's conditions. The plurality of the systems of similar traffic conveyances shall be overcome by the plurality of the possibility for applications of the invention. Getting in and leaving shall be possible at about any chosen place without to be restricted to fixed stops for the short-distance traffic.

The traffic should be shaped in a more frictionless way, more securely, more ecologically, more economically and should also do justice to socio-psychological expectations. It may be supposed, that the model maker, at first, will take interest for the proposed system, which should therefore be protected also in the form of toys, even for the virtual use perhaps as a computer game.

PRIOR ART

Traffic means on vertical members or columns for the relief of street and rail are employed since 1901 with the elevated railway of Wuppertal (Germany), in recent times supplemented by fully automatized systems as Sky Train in Düsseldorf and Bangkok, SIPEM of SIEMENS and DUVAG AG in Dortmund, constructed suspended since 1984, as standing vehicles with Transrapid of SIEMENS and MAFFEI and other, mainly monorail systems, mostly by application of linear motors.

The specialisation of the different solutions affects adversely the single transport tasks, because only limited space as well as financial means are available. Stop stations are provided especially for transport facilities being staggered on members (pillars) to which the passenger needs to walk and which are attainable often only by stairs.

Two-way-vehicles for rail and street are marketable; but they are not implemented for a use on guide-ways of different levels; they serve for shunting operations and as vehicles for building (construction), repairing and servicing.

SOLUTION OF THE PROBLEM

A narrow-gauge railway system is presented which preferably has multiply parallel running rails or gauges according to the invention, which are, preferably again, each of these ascending gradually (in steps) with regard to the height, but also vertically staggered on members (pillars). Cabins are provided, at least for the passenger traffic, which carry a jig (device) which allows the transgression from one of the named gauges to a neighbouring one, and this is possible at nearly all places along the traffic line. Because each leaved vehicle is immediately filed again into the traffic flow, one is able to efficiently cater to the shortage of parking places of today; besides, the frequency of accidents may essentially be diminished.

The device consists of a lifting tackle for the cabin which is connected with at least one other device for a cross-sliding (platform) for motor-driven wheels or sleds which are brought in a sliding connection with a other gauge before the change of the cabin. The device, as a variation, may also be enabled to connect the shifting in the height and the sideward movement in a common swinging motion. The staggering up of the parallel conducted rails on vertical members (pillars) is strived for most of the time; but this may be omitted because of the expenses, and may it be for any distance. Especially handicapped persons with self-propelled vessels or motor wheelchair may be provided by carrying herewith by rail in zones with thinned rail network. For heavy loads separated rail-unrelated transport means are able to be carried along. Flexible rails, i.e. ropes, may be employed instead of firm rails. At least two moving-on devices—below referred to as motor carriages—, independent from each other with regard to the rail seat, are provided which are connected with each other by a frame in such a way, that a cabin, embraced from these, together with at least one of that moving-on devices is able to be brought by a lifting tackle up to the level of one of these rails whereby it is carried along a moving-on device by a horizontal thrust-movement and for getting of a meshing under the outer rail—if required—with a tilting (tipping) movement of its mount is brought in contact with the neighbouring gauge. Afterwards, the remaining moving-on devices are brought back from the prior occupied gauge up to the level of the neighbouring new, occupied one by the operation of the lifting guide-way in the opposite direction and they are connected with the new placed by traction (device) of these.

The just mentioned variation of the rail arrangement of the same gauge with a displacement at the height of the outer rail is not only able to multiply the number of gauges, when the pillar span is pre-defined, but it permits also the application of the suspended cabins on the outer side of the pillars, the passenger is thereby not longer exposed to the view of the moving past pillars.

All the known technical means which are claimed are drawn according to the invention without pointing out singularities: this means, e.g. with regard to energy electricity, fluid—or gas pressure, or for the mechanical movement motors, of linear electric kind, screw—or spindle drive, power transfer over electric lines, as well as ropes over rolls. For the means of simplicity, the motor axis was drawn as regularly united means for moving forward with the wheel axis, although the wheels and their axes are separated mostly as undercarriage from the motor. It was attempted in each case, to reproduce at least two examples, but variations, schematically coarse and for a better functional pointed out without dimensions being considered very thoroughly. Mainly, the diversity of wheel flanges and the coordinated rail, sorting gates (switches) forms and the railway and automobile technology on the whole are presupposed. Each wheel of a rail slide device being presented as a rectangle, for example, stands for a wheel with a tracing rime as shown approximately in FIG. 81, above, to the left. Frame, in connection with the fastening of transport member for rail slide devices, should enclose all means which secure the firm holding together of the vehicle as cross struts or the housing itself.

Suspended as well as standing vehicles are described and moving as well on two rails as on a monorail, on rigid guide-ways, as finiculars running on ropes over or under move-on devices as wheels or sleds. As examples for the staggering up on vertical members of rails and ropes such on straight and vertically elevating columns or pylons are specified and such on bow masts or bends (harp bows) and mainly such as bridge-bows or arcade of different heights and breadths. As an average norm for the multiply rail employment is assumed at a ground or stop guide-way is scheduled on the flatness on which a landing or branching guide-way follows for which an average velocity of not more than 10 km/h is proposed for the case of a higher traffic density to prepare the descent to the landing guide-way respectively to transfer through the next, if suitable sorting gate-less, rail branching from the main-guide-way. On each higher guide-way, the average velocity, which is held there, could be nearly doubled in each case to guarantee an almost frictionless traffic flow. The traffic control ensues full-automatically over sector centrals, supplemented by own-safeguarding approximately by evaluation of a kind of radar sounding towards each next situated vehicle, exceptionally regulated also by the user himself. A rope system and a roping down device are described with a braking adapted to the distribution of loads on the rope for the security approximately in the case of rail breaks. The change from guide-way sections of a lower to such of a higher number may be completed by lifting of the guide-way a few degrees and a feed in to the next guide-way plane. Additional scattering devices on the wheel of the moving-on devices with friction augmenting substances can be employed. The pressing of supporting wheels can increase the security. The approach of supporting wheels in a distinctly different angle position in front to the bearing wheels against rails or ropes serves, at first, to secure of the rail seat also in case of an alteration of weight balance and against lateral wind pressure may it be during the climbing operation.

On renounces a device for the guide-way exchange (without direction alteration) in connection with the goods traffic exceptionally in extraordinary cases. The load cabin may be supported on multiply guide-ways through separate move-on devices: they may be expanded according to the functional spaces which are provided by for the required guide-ways. More weighty and longer goods may also be distributed on several goods cabins, with the employment of suspended move-on devices distributed along rails by rope-tows allowing a functionally adapted distribution of the load between the rails. Draughts and lifting guide-ways in connection with the move-on devices, controlled by measuring devices, permit a functional, favourable load distribution to the latter and therewith on the rails; whereby the main load is allocated to the ground or stop rail on the flatness, when included in the transport task. Special rotation and tilting devices on the motor compound machineries and freight cabins, or containers are provided by for the transit to guide-ways without staggering on vertical members. Automatic switches are mounted on all rail branching spots which are used for the transport of goods. The cabin carrier scaffolds may roof the staging construction with vertical members like a riding saddle for the transport of goods, when an arcade construction is chosen. Thereby the stop guide-way or at least a higher, preferably the highest guide-way should be held free for the passenger traffic.

The vertical members or pillars for the supporting of rails, ropes or tubes, but also the latter themselves, may consist of iron, steel, reinforced concrete, but in the future possibly, not only for toys, of especially plastic materials perhaps designed with synthetic material and weight saving applied.

The functional and structural features, indicated for toys (as folded bellows, valve constructions etc.) can also be principally used in and transferred to the usage system in a larger scale and should be protected in all such implementations and vice versa; Even though, all features of the invention may be composed in any combination and should freely be thereby protected.

Further problem solution proposals should be drawn out of the description of examples and from the claims.

ADVANTAGES OF THE INVENTION

The presented invention mainly offers the preference compared with the prior realized and proposed solutions, that the flowing traffic may be brought up to elevated members as pillars together with the possibility to get in and out on nearly all desired spots. The need of parking lot, as it is typical today, has finished for the passenger traffic, the number of passenger traffic units may be diminished because they are brought in circulation on the respective places as calculated by the sector centre (directing station) and it may be parked on lower occupied parking lanes.

The traffic security is enabled to be essentially increased by the ban on cars to sporting lanes for the user of the new transport facilities but for cyclists and pedestrians and mainly for children, the traffic handling may also be essentially accelerated avoiding eddy and stops in front of cross roads. These advantages may be fully exhausted only if the proposed system is able to supersede the individual car traffic inclusive the lorry traffic from the street under flowing transition from the conditions of today. Only industry and trade are compelled to place at disposal a specialized park which relates to its own indigence and is restricted to the almost non-traffic periods which are allowed by the centre, the transport period being nevertheless essentially shorter.

An ecological disaster could be expected by traffic without avoidance of exhaust gas even with regard to the quickly increasing auto-mobilization in East-Asia, which could be prevented by this invention. Fewer biotops would be cut to pieces by means of bringing of expanded parts of the traffic network to elevated members as pillars. On the other hand, the combination with the rail installation at the ground level allows an economical employment for the regions with single houses as well as such in borderland. Already three-lane guide-way each in both directions may meet the need of connection with the next town for the whole villages when intermediate stops are dispensed. A maximum of traffic density may be reached by the close spacing of pylons (pillars) with a rail arrangement one over another, when the possibility of rising, descending and stopping at bottle necks are restricted to few guide-ways. An access is, additionally, enabled by sidewalks situated higher and guide-way branches. The danger of terrorism against the guide-way short distance traffic could be lowered by its individualization.

A ground-near rail installation for a linear-motor drive would be endangered by vandalism, a fact which speaks for the more noisy wheel application. Against the suspension speaks the necessity of elevated members or pillars for ground-near lanes too. The use of an under-ground and an over-ground rail renders a lever suspension of cabins technologically possible and may be mentioned as an advantage for the application of more guide-ways when the given overall breadth is limited.

The functional and structural features, indicated for toys (as folded bellows, valve constructions etc.) can also be principally used in and transferred to the implemented system in a larger scale and should be protected in all such usage and vice versa.

Further advantages will be mentioned in the context of the description of the examples.

SHORT DESCRIPTION OF THE DRAWINGS

FIG. 1 reproduces to the left, at a scale of 1:40, a cross-section through a motor carriage of a schematic vehicle project; a plan view of the vehicle is given to the right, below the small detail of the left and the middle portion of the frame with an outline of the joining mechanism. The detail below the plan view outlines the joining mechanism inside the frame. Below, in horizontal section, the vehicle in the customary stage of onward movement is shown and, below a further longitudinal section subsequently the vehicle cabin has been elevated together with the next situated motor carriage. To the left, a longitudinal section through a telescopic column is given, destined for fluid movement as a detail at a scale of 1:15 in a contracted condition. Under the detail of the telescopic column, to the left, the detail of the left vehicle side is shown, in a longitudinal section, at a scale of 1:80, at which the motor carriage (14) is also fitted with a particular telescopic column (387, here in a constricted condition).

FIG. 2 shows in a schematic cross-section, at a scale of 1:80, the ascent of a vehicle according to FIG. 1 from one rail pair to the next higher one.

Quite Below, to the right, in the cross-section, at a scale of 1:15, a detail of the motor with axis is shown in contact with the rail pair.

FIG. 3 shows, for the operation of the telescopic column by means of pulleys, to the left, above, at a scale of 1:20, a plan view detail with rope sleeves projections, to the right, in a cross-section the detail of a rope drum in connection with a motor compound machinery is represented. In the middle and to the right—to the right near over the whole length of the page—longitudinal sections through a motor carriage with joined telescopic column is drawn, to the left in a compressed (A), to the right in an expanded (B) condition. The scale is about 1:10 for the last mentioned portions.

Above, at a scale of 1:20, a cross-section through a motor carriage with the portions essentially for the rope drive is given, to the right, at a scale 1:10, a variation of the rope sleeves arrangement on a telescopic column in a cross-section.

FIG. 4 offers, above, three phases A-C of the pulling out of the telescopic column and the return leading in the contracted condition in a longitudinal section, at a scale of 1:20.

FIG. 5 brings piston pump combinations in schematic longitudinal sections, at a scale of about 1:40, over A in a contracted, over B in an extended stage. Only below, to the right, an arrangement is shown in a plan view with a rolling up above in a longitudinal section.

FIG. 6 shows a solution for a lateral leading outward of the slide with the motor carriage, for a better demonstration of portions which can mount over each other a little enlarged, above, to the left, in a plan view in a protruded, to the right in a poked condition, at a scale of 1:40. To the left, under the plan view, in cross-section details, the schematic demonstration of the tilting function of the motor axis is given for the positioning of the wheels between the lower outer (22) and upper inner (23) guide-way rail.

FIG. 7 reproduces above in a plan view, at a scale of about 1:40, a pulled out motor carriage demonstrating the variation of the guide-way rail change; a separate forward- and backward-moving slide is thereby applied for the tilting of the motor axis. Above, to the right a variation of the crankshaft is shown in a longitudinal section detail, which drives the small bolt. Below, to the left, a detail immensely enlarged of the crankshaft is shown. Below again, a cross-section through the motor carriage is shown in front of the wall which lies aside of the motor at the end of the cardan shaft as a variation of the drive of screw (46). The appropriate clutch is shown below, to the right, in a longitudinal section. To the right, cross-sections are shown through the motor compound machinery during the axis tilting at the stages A-D in a longitudinal section.

FIG. 8 describes with the stages A-G schematically, in longitudinal sections, at a scale of 1:20, the combination of hydraulic pistons working together with the aim of transporting the motor with the motor axis and the wheels, upwards to and underneath the guide-way rails, above using three, below, using two hydraulic cylinders.

The alternative solution of tilting of the motor axis caused by a difference at the height of two telescopic columns on the cross-section at the stages A and B—is interposed between the upper row to the left and to the right of the middle piston combination of the type just described.

FIG. 9 shows, in a plan view, at a scale of 1:40, fluid drive cylinders only for the explanation of the lateral shifting movement of the motor compound machinery with the slide toward both the lateral directions.

FIG. 10 shows schematically, on a plan view of a motor carriage in the stage A-C device for the lateral shifting of the motor compound machinery on a slide (5) by means of pulley blocs.

FIG. 11 shows above, to the left, and in the middle, in each case a longitudinal section through a motor carriage, whereby only the sliding hinge, which carries the motor axis and two hydraulic pistons, (as reproduced in FIG. 8 for the tilting of the motor axis) are shown, furthermore, the clutching on of compressor or the pump to the motor is elucidated. The scale is 1:40. The disc-clutch is drawn as a detail below, to the left, and the sliding hinge in the middle, the first one enlarged to 1:10. In the middle and below, to the right, two cross-sections are shown at the stages A an B of the lowering of a motor carriage, above, to the right, as a detail variation a bit more enlarged; below to the left other details are given with variations for the displacement of the motor compound machinery.

FIG. 12 reproduces, above, cross-sections, at a scale of 1:40, through a motor carriage (16) as in FIGS. 1 and 11 in both functional stages A and B of the variations A and B to remind the lowering of the spring supported frame into the motor axis by the influence of the weight, which is effected here by a lifting, because of the wheel impact from below.

In the longitudinal sections below, the mechanism for the tilting on of a supporting wheel for the securing of a stabilized rail position, likewise in two functional stages, to the left A_(A), B_(A) to the right A_(B), B_(B). In the detail A_(C), B_(C), to the right, below, the advantageous variation of the independence of the tilting movement from the motor tipping is presented.

To the left, above, in a cross-section, to the right in a plan view, and underneath in the longitudinal section, the functional stages A and B of a vehicle variation to that presented with FIG. 1 in FIG. 13 in a very schematised way. The scale is 1:40. To the left, beside of the longitudinal sections, a further plan view and below both functional stages A and B in longitudinal sections are reproduced, the latter only with its left half, at a scale of 1:80 for the representation of position of the outer and the inner frames. Quite above, still at a scale of 1:40, the detail of a plan view, which demonstrates the cabin interlocking with the frame is seen.

FIG. 14 reproduces, as FIG. 13, above a plan view and below two longitudinal sections for two functional stages A and B for a further variation of the vehicle type. The scale is 1:40.

To the left, below, at a scale of 1:20, details of two types of procedures for a guide-way rail change in curves are reproduced.

Exceedingly schematized, from under the middle part, from the left to the right, below, and above, to the left, functional stages A and G of the ascent of such a climbing vehicle according to FIG. 1,13,14 on a two step palisade are represented in FIG. 15 in a partial cross-sections at a scale 1:40. The three vehicles to the left, in the middle, are running over rail sleeper (151) with draining ditches (152) among these. A plan view of a vehicle is shown above, to the left, at a scale of 1:80.

FIG. 16 describes above, in a plan view, underneath in two longitudinal sections, which correspond to the functional stages A and B, at a scale of 1:40 a variation of the vehicle for the suspended employment.

Above, to the left and towards the middle, in the plan view, still the stages A and B of the FIGS. 6 and 7 have been copied; the stage B nevertheless turned around 90 degrees.

FIG. 17 shows, above, in a plan view, and underneath a in a longitudinal section, at the scale of 1:40, in the functional stage A, the starting-point of a vehicle in a suspended, as well as, in a standing position. The suggestion for that was given in FIG. 15 stage E. Below, the stage A-C are sketched reproducing the descent steps from a lower to a higher guide-way.

Quite below, to the right, at a scale 1:80, a symmetrical turning up is described at the stages A and B. To the right, below, an approximate projection and function sketch was produced in the projection opposite the described figure. In the functional stages A-D, seen in the middle of the page, the cross-sections show the process of the lowering of the cabin with the motor carriages to the lower guide-way, as drawn above in a longitudinal section.

FIG. 18 relates to the functional processes in FIG. 17 for a vehicle as it could be conceptualised as a suspended vehicle by means of a lateral swivelling of the roof frame bridge and the gallows for the motor carriages, saving on height of the vertical members (or pillars), but is dealt with standing form here.

Above, to the left, in a longitudinal section and to the right in cross-sections for stages A-C, limited to the conditions at the motor carriage (14), the lowering of it in the axis bearing is described. In the middle, a cross-section series follows for the demonstration of the ascent from a lower to a higher guide-way level. The process is broken off at the stage B. Under C, a suspended vehicle is demonstrated by displacement of the motor carriage (14) in the slide to the left. Below, in the longitudinal section, the lifting of a cabin with motor carriage by tow rope tension to a higher guide-way level is explained. All sections are at a scale of 1:40.

FIG. 19 counts as a suspension version of the invention. Above, in a longitudinal section, at a scale of 1:80, an arcade as a guide-way carrier is drawn with a suspension vehicle (slightly over-dimensioned), below the arcade in the cross-section and above, to the right, a suspension cabin for the post and parcel service as a detail enlarged at the scale of 1:20.

Underneath, as stage A, in a schematic longitudinal section, at a scale 1:40, a suspension cabin with four motor carriages are shown, to the right as stage B, the left half of the vehicle after the ascent of the telescopic tubes to the next higher guide-way.

In the middle, the longitudinal section detail of one of the paired telescopic bow ends are shown with motor drive in two functional stages (A, B), the appropriate sliding spindles with step motors to the left and to the right of these. Below, a bow apparatus is shown in the stages A and B as a variation to the one above.

To the right, below, at a scale of 1:80, a vehicle variation is sketched, which allows to get along with two motor compound machineries by means of balancing out of the cabin weight.

FIG. 20 shows a variation to the suspension vehicle of FIG. 19 by applicationing only a single guide-way rail for each guide-way line. To the left, in a cross-section, at a scale 1:20, the stage A of the suspension in the guide-way is shown and the stage B the deflection to the next rail, to the right of these enlarged details of the motor compound machinery are reproduced. Below, with the stage A, three vehicles suspended one over another are shown at the inner side of a guide-way carrier arcade, with stage B a vehicle climbing from the lower guide-way to the middle one, is demonstrated at a motor carriage, in the cross-section too, at a scale of 1:40. Quite to the right, the lateral wheel closing around a guide-way rail by the weight of vehicle in the process of rolling is sketched.

FIG. 21 gives an example for a sled vehicle for linear-motor drive in the staying form on two guide-way rails.

Above, the stages A-C of the ascent from the lower to the middle rails are shown in a partial longitudinal section, at a scale of 1:40, (the right mirror—inverted halfway through from the arcades is omitted).

To the right, in the middle, a plan view is presented and above a cross-section, both at a scale of 1:80 with an deviating variation of only two, but therefore elliptic, telescopic columns and with the slide two sleds which move out. Below, at a scale of 1:30, an enlarged and slightly detailed and altered reproduction follows.

FIG. 22 brings, at a scale of 1:40 an example of two sleds (205,206) which are able to be laterally transported by a crawler-tread, this is done above in a plan view, underneath in a longitudinal section for a demonstration, that the sleds may be arranged in echelons. The motion mechanisms for the rail sleds is explained in the middle cross-section through the vehicle, below in a cross-section through a slide, at a scale of 1:20 with an enlarged chain detail to the right.

FIG. 23 shows, above, in a longitudinal section, at a scale of 1:80, the functional stages A and B of the descent of a rail sled vehicle from a higher to a lower guide-way. Additionally, the mechanism of the swivelling in of an supporting wheel is explained.

FIG. 24 explains the functional process of the passenger traffic and partially on the transport of goods too and mentions thereby remarkable examples with detail hints out of the discussed figures. Mainly, control operations are mentioned as they are further comprised in FIG. 25 and FIG. 26. To the right, below, in two cross-section details, at a scale of 1:40, security precautions are still described.

FIG. 25 gives a wiring and connection diagram taking pattern from a vehicle plan view in FIG. 13 at a scale of about 1:20. The hydraulics are represented with regard to the principal functions to the left, the electrics to the right.

FIG. 26 reproduces as a principal set up the relation among directing stations for the central controlling of the overall traffic system, based on two adjoining direction stations 1 and 2, and between the latter and the cabin, respectively the entire vehicle.

With FIG. 27, the treatment of goods traffic begins.

Above, to the left, in the functional stage A, in a cross-section, at a scale of 1:40, a freight cabin (123) is represented, which, being suspended, is fitted with two motor carriages, which mesh on different guide-way levels. The appertaining bevelled gear drive is more distinctly explained in the tipping axis (124) in the middle, at a scale of 1:20. Between the staggered up freight cabin, above, and the bevel gear, in the middle, in a cross-section, at a scale of 1:160, there are the stages A-D of the tipping of a frame for the freight transport when the level of pillar steps is gradually diminished up to the point of the transition to parallel guide-ways at the ground and, to the right.

In the second row, above, in a cross-section, at a scale of 1:80, two stages (A, B) of an alternative solution has been still inserted on two guide-ways without a tilting of a freight cabin, whereby telescopic members, being perpendicularly fastened on the wheel axes of the cabin, are perpendicularly adjusted through hydraulic pistons (77, 78) to the alteration of the height of guide-way steps.

Under the bevel gear drive, in the middle, at a scale of 1:15, a functional sketch is given relating to the balance control between the gears for the wheels of the forward movement and the gears to the motor axes for the lateral tipping of those.

To the right, in the middle, at a scale of 1:160, a longitudinal section is given through a pillar arcade with a heavy-cargo cabin (drawn with hatched lines), which still allows space for the passenger cabins (21) above and at the ground.

Below it is dealt with the function of a slant lying of a quadruple gauge freight cabin during the transition from the staggering to plane guide-ways, being combined in a cross-section and a longitudinal section.

FIG. 28 brings above, to the left, in a longitudinal section, two quadruple combinations of freight cabins one below another, as they are shown in FIG. 71, but here shifted together into a single plane. Quite to the right, above, in a plan view, at a scale 1:20, at the sections of line A and B, an interrupted guide-way section with two single plates or stair-steps (from pillars) is drawn. The transition from a rail guidance with a different level shall be demonstrated to such one side to side. To the left of the plan view, the related cross-sections with regard to the rail fastening are drawn in detail. Above the middle part, in a cross-section, again at a scale of 1:40, a mechanical solution is represented for the cross-axis tipping in train of the slant supporting of a freight cabin. In the middle again, at a scale of 1:80, the descent of the guide-way rail being only sketched shown as in FIG. 27, below, but the number of the pillar steps and rails is thereby reduced. The pyramid, above, at a scale of 1:160, shows to what extent the connecting lines of the edge points of the steps are equally dropped when the pillar steps decrease at the height about 20 percent. Below, therefore, again in a mixture of cross-section and longitudinal section as in FIG. 27, below, a double guide-way freight cabin is demonstrated, which is tipped around 90 degrees angle during its descent to the plane ground level. Below, quite to the right, in a cross-section, still a variation is demonstrated, at which no common connection exist to the beam from the wheel axes. The scale is 1:40.

FIG. 29, in a cross-section, at a scale of 1:80, shall demonstrate with the combination of two guide-way arcades, that heavy loads and such of big volumes may also be transported on lower pillar constructions. In the space between the arcades, in the cross-section through a double guide-way and in two plan views above, in the stages A and B, at a scale of 1:20, the function of a rotary railroad switch is represented to bring about a rail ramification at the pillar area at the same level. The cross-sections below elucidates, that two platforms or supporting scaffolds are necessary, from which the second must be lifted below through the rail (22) by the sleeve (345) around the rotary column; the small side view, below it, demonstrates the slot through which the mentioned rail can pass. In the middle, to the left, in the longitudinal section, the functional stages A and B, a railroad switch between two pillars is sketched for a traffic deviation downwards. For that, rotation axes (281) for the rail deflection are suitable and motorized cable winches are presented. Below, to the left, in the longitudinal section, at a scale of 1:40, a special freight vehicle for longer and heavier loads is represented.

Below, to the right, in the longitudinal section, at a scale of 1:40, in the functional stages A and B, the detail of the device is presented for the automatic lifting of lateral supporting wheels over conventional guide-way switches being fitted in a motor carriage. Above, thus is in the middle, to the right, in a plan view, guide-way rails are reproduced in the guide-way switch area (the guide-ways being drawn too small with the wheels running thereon). Once more upwards, in a longitudinal section, a computer controlled device is sketched as an alternative solution which directs a sensor with radar properties against an obstacle.

FIG. 30 shows in two schematic longitudinal sections, at a scale 1:80; suspension vehicles on ropes, one of which is demonstrated in the stage A, another in stage B, relating to the distance from the last pillar. Below, the diminishing of the rope sagging is shown by means of the upper guy rope. In the middle, between the longitudinal sections, the detail of a vehicle is represented, the level compensation is reached by an elevator at the cabin.

The plan view, in the middle, to the left, at a scale 1:40, demonstrates a vehicle for the standing application on two ropes, in front and in the rear with a frame of a roller device for: the securing of the guide-ay distance for the wheels on the motor axes.

Below, a small longitudinal section detail of the cabin bottom is shown.

FIG. 31 shows below, in the cross-section, at a scale of 1:40, the stages A and B of the transport of a caravan on two guide-ways, at different levels. Above, in still more schematic longitudinal sections, at a scale 1:20, the principle of the hydraulic relief motion of the motor compound machineries from the rails are explained and the shifting to the left of the roof box. Quite below, to the right, in a cross-section, at the scale 1:120, the development has still been outlined to be capable of dislocating the roof box even more to the left and to prop them by the telescopic rest.

FIG. 32 deals with the problem of the tension and over-range pressure protection for guide-ways and motor axes. To the left, in the longitudinal section, at a scale of 1:10, a shortened pulley block is represented. To the right, the problem of pressure load for a standing vehicle is elaborated on accordingly.

FIG. 33 reproduces, to the left, in a cross-section, to the right in a longitudinal section, at a scale of 1:40, in two functional stages A and B, a device which serves the guide-way change of a suspended vehicle running on two rails of one guide-way. Below, the overview shows a fitting with sleds instead of such with wheels.

FIG. 34 shows, above, to the left, in the cross-section, at a scale of 1:40, a suspension vehicle being constructed analogue to the one of FIG. 33 but containing a cabin which extents over two parallel guide-ways; its ascent to a higher guide-way has also been demonstrated. To the right, in the middle, the appropriate longitudinal section is reproduced.

FIG. 35 begins with an example of a fast guide-way change as it may be enabled by stored spring power. In the cross-section, above, at a scale of 1:1, a telescopic spring block (458) is presented, the lower half being in the stage A of the spring tightening, the upper one in the stage B of the spring relieve. To the right, in the middle, in the longitudinal section being composed of the stages A and B, at a scale of 1:2, it is demonstrated that the spring block has been swivelled in an axle bearing about 90 degrees angle into the horizontal plane. To the left, in a plan view, at a scale of 1:8, the rolling up of the mechanical control device is shown.

To the right, additionally, there is a plan view toward the terminal lid of the spring block with both spring biased locks (463) which are released by traction.

FIG. 36 reproduces in the cross-section, at a scale of 1:1, a supplement of the control mechanics for a vehicle according to FIG. 35 elucidating the movement of a slide tube.

FIG. 37 reproduces, in schematic cross-sections, at a scale 1:2, the functional stages A-L of the raising (A-F) and the descent (H-L) of a vehicle according to FIG. 35 which through the spring block makes only use of one single telescopic member.

Above, in the cross-section, at a scale of 1:40, in the stage A, FIG. 38 shows a vehicle with stilt props, whose wheel and axes are stretched out in front and rearwards on the same guide-way and permit an erecting of the vehicle with an approach up to the perpendicular position.

FIG. 39 shows, in a very schematic side view, at a scale of 1:4, in the row A the climb and in the row B the descent of a toy vehicle with stilts between a lower (in a drawn line) and an upper guide-way (drawn in a dashed line) whereby only one rail of the guide-way is represented.

FIG. 40 shows a longitudinal section, at a scale of 2:1, through a vehicle standing on the lower guide-way.

FIG. 41 shows, above, to the left, a cross-section, at a scale of 2:1, at the area of the horizontally (471,472,535) and vertically (477,478,479) working movement compound machineries, through a vehicle according to FIG. 40. To the right, with a rectangular cross-section, seen from the broadside, at a scale of 4:1, one of the slant positioned auxiliary wheel shafts (536) is drawn in detail. In the middle, under the cross-section to the left, at a scale of 2:1, two variations of the position and shape of the supporting wheel and its disc are shown during the avoidance of a permanent abrade contact with the rail surface.

To the right, at a scale of 4:1, two variations of an enlarged rail outside the edge are demonstrated for a secured setting underneath by the supporting wheel. Quite to the left and quite to the right, at a scale of 2:1, in a cross-section, it is shown in relation to the rail (22) and to the overview to a vehicle underneath. In the middle of the sheet, in two cross-section details, at a scale of 1:1 it is demonstrated in what manner also form variations of the discs and the angles of incidence to the rail are able to serve for an avoidance of the permanent friction of the disc on the rail. The cross-section of the rail, at a scale 2:1, shows an enlarged outer edge or rim (488) which is able to increase the security of the undercut of the supporting wheel.

FIG. 42 brings an overview to a vehicle which climbs over from a lower (22) to a higher (23) guide-way with a horizontal swivelling of the stilts in two stages (A, B). The scale is about of 1.4:1. In B, to the right, the detail of an arresting slide (594) is explained engaging to a long notch (554) in an exaggerated slant supporting wheel shaft. In A, above, to the right, a double arresting slide (561) is shown from which the lower would activate shortly before the lowering of the stilt. Below, to the right, as an alternative it is demonstrated in what manner tension on a collar of the stilt through a rod to a cone shell around the supporting wheel shaft is able to pull out it out the mount. The three details are drawn in a longitudinal section.

FIG. 43 begins with the exhibition of the equipment and function of the movement compound machineries in types (a, c f) corresponding to the different tasks made of springing sheet metal (or plastic) in different functional stages, demonstrated in a lateral view, at about a natural size. To the left, on a cross-section, at a scale of about 3:1, the tongue shaped operation means upon the discs are reproduced. Above, to the right, in a longitudinal section detail, at a scale of 1:3, a special plan-like pawl is shown.

Discs which are turned by a tension spring each for the stilt movement are represented, in side view details, in natural size, in four rows to explain different functions. The two uppermost rows with the stage A-C are shown in a side view for the stretching function of the vertical swivelling tilts (a, b). The third and fourth rows deal in the stages A-D with the spreading of the same stilts. E relates to a variation of the mechanism relating to A-D.

For the descent of the vehicle according to FIG. 44, the spring tensioning pawl moves clockwise and therewith on the lower disc halfway, through the releases which are effected with the reverse rotation direction.

Above and in the middle, plan views are given at a about natural size. The respective cross-section for the functions, at a scale 2:1, is represented likewise below under A.

The plan views, below to the right, at a scale of 1:2, and the longitudinal section detail underneath in natural size belong to the function b′ correlating to a short vehicle elevation from the rails.

FIG. 45 brings an explanation of the fitting and function of the movement compound machineries in types respective to the different tasks by means of spring sheet metal discs (or such of plastic material) in different functional stages as FIG. 43,44. Above, to the left, and underneath that, at a scale of perhaps 3:1, the tongue-shaped operations means of the discs are reproduced similarly as in FIG. 43. To the right, a functional diagram in the form of a rolling-out is given relating to the activation of three release pawls.

At the upper row of the discs, a side view is given for the application for function a in four stages, which corresponds to an overview for function b. The second row of the disc correlates to stages of the function c and the corresponding one. The third row demonstrates functional stages of the function b′ for the short elevation of the vehicle from the rail initiating the descent. The fourth row shows the springing catch up mechanism in the last phase of the vehicle descent.

Quite below, to the right, a cross-section through a movement compound machinery is tipped around 90 degrees.

FIG. 46 offers an alternative solution to the task of the first row of the FIG. 45; it is done also in a side view in a nearly natural size. In the middle, to the left, at a scale of 2:1, an overhaul pawl is shown for a restitution of the exit position without prevention by the lowered stilt or the spring tension. To the right, the detail of release pawls from the disc on the first row is enlarged to a scale of 2:1. Quite below, to the right, to the left in a longitudinal section underneath in a side view and to the right in a cross-section, at a scale of 2:1, the detail of a release stop is reproduced for the functional run.

FIG. 47 essentially relates to FIG. 46 with a side view in nearly natural size to discs of the different movement compound machineries in different functional positions; but the tension springs are displaced by torsion springs.

FIG. 48 shows, above, at a scale of 2:1, two cross-sections through a movement compound machinery, at A in the condition of the influencing spring tension pawls, at B in such of the switched off pawls. Over the discs, a braking mechanism is drawn with enlarged details. The functional mechanism for a temporary coupling off between pawls is explained under the cross-section in overview in the functional stages A-D.

FIG. 49 returns in the stages A-C to the function a at another position of the tension spring. Below, to the left, the functional rolling out of the FIG. 45 varies. Below, to the right a release pawl with an overhaul mechanism is shown operated with the disc movement.

Quite below, an arresting slide for a supporting wheel is drawn, to the left, above, in a plan view, to the right, underneath, in a longitudinal section, at a scale of 2:1.

FIG. 50 reproduces, above in a side view, at natural size, three functional stages A-C out a, whose execution lies in front of (a), i.e. the release of the arresting slides for the supporting wheel shafts (comp. FIG. 9) on the vertically swivelling stilts. The details of the arresting slide is drawn in longitudinal sections. In the middle part. To the left, a cross-section is given of a variation of the problem solution for function e′ similar as in FIG. 88.

FIG. 51 presents, above, two longitudinal sections in the functional stages, A in front, and B behind the lifting of the housing with wheels under lifting of the latter from the guide-way (22) including the details of the mechanism being necessary for the function b′. Underneath, the respective overviews are shown. The scale is 1:2. Below, partial overviews are given. Between the longitudinal sections and then overviews, the process is schematically explained in a side view.

FIG. 52 presents a preferred alternative solution for the task b′ in longitudinal sections of the functional stages A and B.

FIG. 53 relates to a solution in which a single motor takes over the functions of the drive and the supply of the gear. Above, in a about nature size, a longitudinal section underneath an overview is reproduced, underneath two cross-sections in the stages A and B through the centrifugal governor (to the right in the longitudinal section detail) for the switching on of the switching functions for the movement compound machineries.

Below, at a scale of about 1:5, a schematic line drawing is given analogue to such of FIG. 39 in a side view which is limited to a vehicle type according to that in FIG. 58 and e.g. to the stages A and B.

FIG. 55 shows, in an natural size, a side view to the operation disc (493) which is rotated slightly clockwise in the stage A-F and depresses suppresses the upper crank (482) through pressure from the slide bolt which replaces the cam. The slide bolt which is represented above in detail, at a scale of 2:1, is led by a leaf spring into the direction of a wedged projection on the crank to the rotation axis; it is prevented from a leading aback. Above, to the right, a cross-section is given through the appropriate movement compound machinery.

FIG. 56 shows cross-sections, at a scale of 2:1, through the movements compound machineries for the functions a, b′, b, c/d, f according to FIG. 57. In a side view detail, above, to the left, at the stages A (in function during the counter clockwise rotation) and B (swivelled and herewith switched off), both spring tension pawls are visible. In a schematic side view, above, to the right, the function of a flap is demonstrated with the stages A and B.

FIG. 57 is a functional variation of the solutions in FIG. 45 with an analogue arrangement of the section.

FIG. 58 shows, above, in a natural size, a longitudinal section a vehicle with a single motor (1) and two separated swivelling centres for the stilt on both ends of the vehicle. Any details are explicated as details under the longitudinal section. The side views to the discs demonstrate, for different functions, with the functional stage A and B, the different lateral position and extension of the tension spring for the both swivelling centres.

FIG. 59 returns once more to the conception of the motor carriers which move forwards or follow to the main vehicle. Above, at a natural size, two longitudinal sections are represented, A in the stage of the connection on the basis guide-way (22) and B by lifting of both “motor carriages” which do not need a drive by folded bellows. At the lower half, the process is repeated in an plan view.

FIG. 60 deals with the retreat of the supporting wheels during a switch passage, which ensues through a device in the vehicle which is switched on in front of a rail switch and off after such by a second device near the rails. Above, to the left, at a natural size, a plan view of the detail is represented around the wheel and the supporting wheel contacting with a rail, to the right follows the proper longitudinal section. Beginning in the middle, in a cross-section, also at a natural size, in the three stages A-C, a mechanism for the lateral tilting of the supporting wheel apparatus is sketched in detail during the switch crossing. Below, to the right in a plan view and underneath in the cross-section, at a natural size, an alternative mechanism for the switch crossing is demonstrated in cross-sections, for stage A, above, still a plan view is given and below, a longitudinal section.

FIG. 61 shows. above, to the left, in a plan view, at a natural size, underneath in two longitudinal sections corresponding to the functional stages A and B, in detail another solution, classed with a wheel, for the crossing of the rail switches by lifting of the supporting wheel apparatus while the vehicle is omitted. Underneath, the sliding collar (643) is drawn out as detail, at a scale of 2:1. Above, to the left, a plan view is given with an enlarged detail. Above, to the right, a cross-section is shown through a rail and a switching templet near the rail.

FIG. 62 shows, above, in a longitudinal section, at natural size, in the stages A up to B the suppression of a vehicle cabin to a stretch of road without a guide-way rail (approximately to a pavement). Both lower representations A and B are schematic longitudinal sections along the cabin outer edge (the direction of cutting reference is drawn with dashed-dotted lines). A plan view is given to the right over A. It all serves the demonstration of a better propping of the vehicle against the ground.

FIG. 63 shows, above, a schematic cross-section, at about a scale 1:40, through a rail erection as half arcade or harp bow for the representation of a T-rail which projects from horizontal rungs into the cabin transport space (see above) with a rail bearing leg looming upwards and such a one looming downwards. The cross section in the middle, at a scale of 1:20, represents a single guide-way step with a vehicle from which only the wheels in contact with the rail are drawn with appropriate motors and the tilting mechanism.

A vehicle with linear motor driven sleds (102,103) is represented below, in a schematic longitudinal section, at a scale of 1:40. To the right, on a cross-section, a sliding box for the adaptation to another gauge is outlined. The upper sled was drawn as detail at a scale of 1:80.

FIG. 64 shows, above, to the right, at a scale of 1:40, a longitudinal detail of the drive of two sliding levers for a sled whose tilting levers (661) bring the sled in contact with the rail in the stages A and B. To the left, at A, at a scale of 1:40, a longitudinal section detail through a vehicle is shown during the descent of the cabin to a lower guide-way.

Underneath, an overview through the same vehicle demonstrates the movement transfer from one single motor by chains. A mechanism for the crank tilting is represented to the right, in a longitudinal section detail at the stage A with wheels drawn back from the rails (22, 23) and B with the wheels in rail contact. The cross-section between stage A and B shows, at the stage B, the cross pins which may also rotate inside the rails, which frame these, and the position of the sliding wedges (664) shifted in the height against each other the other.

FIG. 65 shows in three longitudinal section details, at a scale of 1:20, in the movement stages A-C, a mechanism for the exact rail placing of the wheels (102).

FIG. 66 points out, below, to the left, in a schematic longitudinal section (A) along the rear cabin border and to the right in two cross-sections, at the stage B and C, at a scale of 1:40, the possibility to gradually change over from the course on a upper rear rail, by lifting of the running wheels (not drawn) from the drawn-in lower front rail to a rope guidance in the middle.

FIG. 67 shows, on a cross-section, at a scale of 1:40, still more schematised, an alternative solution for the rail change in the functional stages A and B. The cross-section detail besides, to the right, shows a suspending on two ropes through bars or levers which are fastened with hinges on the cabin roof at both sides, so that the wheels are able to laterally make away (approximately into the position drawn with dashed lines) at the case of unequal lateral rope staggering.

FIG. 68 sketches rail switch constructions mainly for wheels with double flanges by avoiding from laterally clinging rail tongues. The upper line shows, under A and B in an overview, at a scale of 1:60, two switch positions of a single rail, which make it possible change a rail switch by means of the slide moved by a hydraulic piston. The sketch in the middle shows in which manner rail segments can be changed inside a guide-way gap by shifting and turning of rail carrying plates which are separated for both sides. Underneath, to the left, the overview is given to a double rail switch with slide. To the right, two variations A and B of a guide-way rail is shown in the longitudinal section.

Both lower rows, from A to C, are perspective side views to show that straight or bent rail segments can be displaced through levers as well parallel from the side.

FIG. 69 shows, on a plan view, the detail of a wheel axis unit, so far as applied for a toys in a natural size. It is dealt with a lowering of a supporting wheel to the rail. At stage A—a plan view detail is enlarged drawn below as an enlarged representation—, the unit is positioned in connection with the wheels (102) on a curve of the guide-way during the supporting wheel (25) being engaged below the outer prominent edge of the upper rail edge or rim. At the stage B the roll, which replaces the disc as means to hold the supporting wheel over the rail is still swivelled away. To the right, side views of a supporting wheel shaft and of its surroundings are demonstrated, at stage A in a suppressed condition, at stage B in a raised one. To the left, besides next to B, in the longitudinal section, at a natural scale, a variation of the mechanism for the swivelling in of the roll to the rail is shown.

FIG. 70 resumes to FIG. 64 and merely completes it through the slide telescopes (678) as it—without to be particularly named there—was already applied in FIG. 13 for the cabin (21), above, with the aim to render possible a guide-way change also in the case if guideways are arranged in palisades.

Above, to the left, at a scale of 1:30, a longitudinal section is given, below a plan view. To the right, in a cross-section, at a scale of 1:60, the employment on a guide-way palisade is reproduced. Below, to the right, in the cross-section, at a natural size—again oriented on toys, to which here again was thought less—rails variations A-F and their use.

FIG. 71 returns to FIG. 26, above, to the left, and amplifies that by the representation of an employment of the container units on climbing guide-ways. The transportation of freight container is represented in a longitudinal section, at a scale of 1:40, in the stages A-C, which relate to the lowering of the guide-way steps.

FIG. 72 shows, above in a cross-section, at a scale of 1:40, the arrangement of two rail supporting pillars as half arcades or “harp bows”, not stepped but outwardly swung and fitted with cross struts for the guide-way rest.

To the left, in a cross-section, a pillar is visible being streamlined shaped for a better air leading off for running away vehicles. Two lateral mirrors should weaken the ascertainment of the pillar from out of the cabin. The cross-section, below, at a scale of 1:20, to the right, shall be such through a cabin the door of which is able to be tilted away giving access to the lateral exit as well as the one downwards (see the representation with dashed lines).

FIG. 73 shows, above, a cross-section and, underneath, a longitudinal section, at a scale of 1:80, through a tubular supporting structure for lateral rail carriers.

Below, in the cross-section, at a scale of 1:10, two parallel (in this case) guide-way rails are shown which overlap at the cutting site inside the rail area carrying vehicles and are longitudinally adjustable against each other (symbolized by balls).

Quite below, a plan view of the overlapping rail stretch is shown. Such rigging structures, but multiply carrier tubes cross-linking side by side but also used with arcade construction shall catch up impacts by elasticity in the areas which are endangered by earthquakes

FIG. 74 shows, above, in a plan view under the surface of the earth, at a scale of 1:40, a chain of guide-way carriers which are connected with one another through ropes or bars, but they have also lateral bracing corresponding to terminal anchoring.

At the cross-section, below, at a scale of 1:40, through a carrier arcade it is represented by hatching that this arcade consists of a stepped earth dam.

FIG. 75 belongs, above, at a scale of 1:1, to the lateral adjusting of the pivotable motor carriages during the rail change; to the left, it belongs to general structurally features.

To the right, in cross-section details, in the stage A und B, analogue to FIG. 14, below, to the left, the alignment of a motor carriage over a rail curve is explained for this purpose.

The horizontally oriented, a little reduced cross-section detail, below, relates analogue to the problem solution of the FIG. 13, above, to the right.

Below, at a scale of 1:40, to the left, in a vertical section, a “motor carriage” but without a its own drive because its wheel axes are set in rotation by the motor of a neighbouring motor carriage through a kind of a cardan gear.

To the right again, in a cross-section, the front portion of a multi-axle vehicle is shown to which a single-axle motor carriage runs before on a guide-way curve.

In the functional stages A and B, still an additional wheel with wheel axis connection has been shown at the lower motor carriage, which may be shifted in pair under the upper motor carriage (stage B).

Quite below, the figure of a contact switch or “earth circuit closing” is shown, that is the triggering off of a switching function by finger touching.

FIG. 76 has been used to supply the solution of purpose with simplified instruments and constructive elements, mainly for the toy manufactory.

To the left, the upper row brings, first, a longitudinal section through a slide for the lateral moving out of rail slide devices, as it is perspective reproduced in the middle.

Cross-section details through variations of a partial piece of a pillar arcade made of wire, metal sheeting in stripes, with their fastening foot follow to the right.

The middle row begins with a perspective view from slant lateral to a simplified model housing of a motor carriage.

Quite to the right in the lower row, in the vertical section, a vehicle model is exposed on a guideway (22,23), which shows two kinds of supporting wheels (from which only one is necessary).

Quite below, to the left, we still find a longitudinal section, at a scale of 1:40, which shows roof rail segments (206) above a motor carriage (14) and the turning up of the subsequent segments way to the motor carriage (16) to the roof of the cabin (21) which is shown only in half.

Underneath, in the cross-section, the motor carriage (16) is presented with the swivel arm for an additional roof rail reaching, to the right, up to the corresponding motor carriage (not shown any more).

Quite to the right in the lower row, in the vertical section, a vehicle model is exposed on a guide-way (22,23), which shows two kinds of supporting wheels.

In FIG. 77, above, to the left, in the vertical section, at the scale of 1:2, in the movement stages A und B, the variation of a slide motion of a motor carriage is shown above all with regard to the toy manufactory, effected by means of a pneumatic operated folded bellows (112) against a tension spring (113).

To the right, above, in a cross-section, each shortened to the half, the application of a shear lattice (114) under the bridge plate (115) is shown for the supporting of the extending slide.

To the left, in the middle, in the cross-section, highly schematic, a solution is represented for the extending of the slide in both directions by means of only one push and pull device, i.e. a spring resilient folded bellows.

To the right, besides, above, in a cross-section, at a scale of 1:80, the schematic detail of a folded bellows is offered approximately inside a slide for the lateral extending when pressurized gas is supplied,

Underneath, a variation is presented for the application of folded bellows for the lifting of vehicles portions and for the lateral extending of slides, with the aim to accelerate these dangerous phases.

Quite below, to the left, a safety valve is visible in stages A and B with reverse communication to the computer.

To the right, the detail in the longitudinal section shows a compressor with tube connection over a gas reservoir and a throttle valve appertaining to a supply device for the folded bellows, to the left, below.

In FIG. 78, above, to the left, in a longitudinal section, at a scale of 1:1, through a motor carriage and underneath, in a detail, in a partial cross-section, a valve is demonstrated, which is also apt to supply by means of a auxiliary motor (303) with only one compressor for all eight folded bellows.

Above, to the right, (quite small) as a variation, a valve expansion is still sketched with the help of which a double running pneumatic piston is apt to displace the bolt (38) upwards and downwards; the Bowden wires would be then replaced by hoses.

To the left, below, in the longitudinal section, at a scale of 1:40, a cabin is shown only with its left side motor carriage for the purpose of demonstrating the drawing of the hose connection between the rotation valve (see FIG. 36) and the horizontal folded bellows in the motor carriage.

As shown in the schematic cross-section, underneath, the hoses lie with their pull devices—only that one on the left side is explicated—inside the lateral division separated from the vertical folded bellows.

Over the longitudinal section, in the functional stage B, the area around the compressor and rotation valve is drawn.

To the right, below, in stage B, likewise at a scale of 1:40, the vertical folded bellows are extended and the necessary hose segment have been won by drawing out.

Above, likewise in the longitudinal section, at a scale of 1:20, a drum is offered.

With FIG. 79 the problems of the valve control are resumed especially since nearly all compressors customary in the trade works for pressure and not for suction. In the upper half, about in a natural size, longitudinal sections are reproduced through a valve which consists of sliding tubes, below, at a scale of about 2:1 a radial shaped valve follows as variation.

FIG. 80 shows above, to the left, in a frontal view, a vehicle according to FIG. 40 whereby only one stilt is driven from a movement compound machinery instead of a stilt pair. The guide-way is shown in the cross-section, the scale is 1:1.

To the right, again in the same views, the functional stages A B of the sinking of a motor carriage (14) according to FIG. 1,2 are projected one over another.

In the example below, only the right side of a motor carriage is drawn with the appertaining rail, this is done again in the sinking stages A and B. In front and rearward, lateral oblique placed shaft mounts (cp. FIG. 40) are fixedly installed.

To the right, and below, in a longitudinal section, at a scale of 2:1, a kind of sluice valve is shown for the production of pneumatic shock waves in the pattern area to reach a quick abrupt guide-way change.

To the left, under the sluice valve, in a cross-section, at a scale of 1:2 (in the case of an application with as toys) it is represented, that the stability against as tipping off of a vehicle and the rail stability against a sagging should be increased.

To the right, under the sluice valve, a catching device at a guide-way terminal is shown, above in the stage A, in a longitudinal section, below in the stage B, in a plan view, both at a scale of 1:2

Otherwise, a net is tensioned as a kind of hammock from the rail terminal to the next pillar, as sketched quite below in the plan view.

FIG. 81 explains, below, in a longitudinal section, at a scale of 1:1.5, a partial model vehicle composed of four portions formed out a single mould (three of these drawn) follows and above a cross-section.

To the right a telescopic extractable rail for the slides clings, at a scale of 1:6, in a longitudinal section and above a rail portion in a cross-section, at a scale 1:3. The longitudinal section through a motor carriage, to the right, at a scale of 1:1.5, belongs to the vertical section above and deals with the mechanism for coupling of the motor compound machinery to the slide which moves out towards both sides. To the left of the vertical section, a cross-section to a variation is shown and to the left from the latter a coupling mechanism in the stages A and B, in a vertical section, at a scale of 1:3.

The detail, quite above, to the left enlarged to the scale of 4:1, in the cross-section, reproduces a roof rail, under the enlarged outer rim of this it the security roll (263) is swivelled in through a swivelling arm around the swivel joint (276) by tension force from above.

To the right, in a side-view, at the scale 8:1, a security roll (263) for a toy vehicle is demonstrated which is fastened by the clamp (277).

To the right, again in a cross-section, at a scale of 4:1, still a rail with an inner laterally slanting is shown at which a supporting wheel is swivelled in obliquely from below being then able to overtake apart from the function of the above described rolls.

Further to the right, a rail cross-section is shown whereby a clamp, swivelled under the outer rail rim, overtakes the function of a supporting wheel.

The longitudinal section, to the right, at a scale 1:1.5, through a motor carriage, belongs to the cross-section above and deals with the mechanism of the coupling on of the motor compound machinery to the slide which runs to both the sides.

To the left, beside the vertical section, a variation is given in a cross-section and to the left, in the cross-section, at a scale 1:3, a coupling mechanism in the stages A and B.

FIG. 82 shows, above, to the left, in a longitudinal section, at a scale of 1:10 with a large shortening of the length, the telescopic threaded tubes (262), which may serve over the motor drive of the gear for the push-pull device.

The resting figures serve for the explication of a vehicle equipment with roof rails, over which other running are capable to make away for emergency cases or for plying purposes.

To the right, above, at a scale 1:40, a cross-section is given through the plane which is defined by the dashed-dotted line of the longitudinal section lying underneath to the right, above, next to the cross-section, a detail of the roof rail is enlarged to the scale of 1:20. In the middle, under the longitudinal section, which is shortened a little to the right side, and to the left the appropriate plan view, at a scale of 1:80.

The upper half of the upper plan view demonstrates the roof rail segments in the stage subsequent to the lateral shifting (A); the lower half showing the roof rail segments after their displacement toward the middle. To the left, in the same scale, a cross-section of a vehicle on a pillar stairs is shown with a further vehicle on the roof rails. To the left, schematically in the longitudinal section, a variation is presented of a temporary retreat of the roof rails by tipping up and to the right only in a detail of the roof rail folding. The detail, below, shows the rotation cap (274) which turns freely around the large telescopic spiral tube, holding a bush for the cross telescopic spiral tube which is turned in through the rim gear (273).

Quite below, to the left, next to the detail just explained for the adjusting of the telescopic spiral tubes, a solution variation is shown in which the roof rail segments are pulled draw-bridge-like upwards around the hinged joint (275) by a kind of rope circulation (as described to FIG. 10) and let down loose again.

To the right, below, the variation shows only in detail in what way the explication of a roof rail accordion-like in segments is possible.

At the cross-section, about below, to the right, at a scale of 1:40, a half arcade with guide-ways and two vehicles is shown during the time when one of the vehicle climbs over the roof rails of the other vehicle to the next, higher guide-way.

FIG. 83 reproduces schematically, above, to the left, in the cross-section, at a scale of 1:16, a kind of guide-way bank, a bridge with horizontally resting guide-ways, one next to another, on the second guide-way plane; underneath this, a fastening clip (394) is shown as toys, at a scale of 1:2, and the appropriate plan view, at a scale of 1:4; the appropriate wire bow follows, more down, at a scale of 1:8; quite below, to the left, I deal with a rail clamp fitted from below, and to the right of the one with catching devices instead of a buffer stop; in the remaining, still the invention is calculated again to the toys model construction and, of course, with possible plastic pillars as rail carriers, and these being adapt to be decomposed in partitions.

Under the overlapping plates B, to the left, the core of a casting mould is represented (shortened on the break lines), with enlarged efflux detail above, for the production of a folded bellows.

To the right, i.e. below, in the middle, two stepped piece (375) are shown as a variation, in a side view, at a scale of 1:6, including a hawk on each end and a sliding sleeve to be connected with one another (the lower stepped piece being drawn in dotted line). The connection portion is drawn as detail at a scale of 1:3.

To the right, below, in a longitudinal section, at a scale of 1:6, is still shown, that rails may be mounted perpendicularly one over another in palisades.

To the left from below, guide-way clamps (382) are suitable, because the rails are suspended freely out of the pillars. Below, in cross-sections, two variations A and B of such rail clamps are shown closed around sleepers (hatched drawn).

FIG. 84 affords an insight into the servicing of passenger vehicles and their quick resetting with other motor carriages and drive means.

Above, in the lower half, to the left in the longitudinal, to the right in the vertical section, at a scale of 1:80, a portion of a servicing or change tower (425) with paternoster rotary lifts.

With the cross-sections, below, begins the stage series A-D of the resetting of a cabin in a resetting chamber (391), from which only A and B are represented here.

FIG. 85 describes, to the left, in a plan view and underneath in longitudinal sections, at a scale of 1:50, vehicle continues to demonstrate a variation of the stilt equipment which offer a better and aerodynamic design. The stages A-C under the plan view correspond to the stage A and B of the swivelling up of the horizontally swivelling stilts, given in a plan view, in a new variation. A further one for the vertically swivelling stilts is represented to the right, turned around 90 degrees, in the functional stages A and B; whereby the swivelling is not shown any more.

FIG. 86 begins with the exhibition of the equipment and function of the movement compound machineries in types (a, c f) corresponding to the different tasks by means of discs made of springing sheet metal (or plastic) similar as FIG. 45, but preferable in a simpler construction.

Above on the stages A-H, at the scale of 4:1, a solution with separated movement compound machineries for each functional mode (a-h) is chosen and the tightening of the operational spring—here again a tension spring—is demonstrated. The upper row in the middle shows the arresting tongue (496) in a mediator disc (492) before (A) and after (B) the engagement into the gap of the neighbouring disc or upright lamina to demonstrate the vehicle ascent functions by tightening of the tension spring from both side for all functions. The third figure underneath demonstrates the vehicle descent functions. All three Figures are to be considered as longitudinal section or plan views, it depends on the kind of function.

Below, to the left, at a scale of approximately 3:1, the tongue-shaped operations means of the discs are reproduced in cross-section details, at a scale 2:1.

FIG. 87 shows, above, to the left, at a scale of 1.5:1, the cross-section through a movement compound machinery.

Above, to the right, at a scale of 1:2, longitudinal sections plan views of movement compound machineries deal with the three functional stages A-C respectively. In the upper row, on plan views, it is about the coupling of the mediator disc (492) and the operation disc (493) for the function d. In this exceptional case, he release pawl (512, symbolized as triangle) stands firmly at the upright lamella (491) opposite the spread stilt. In the second row from above, it is again about a plan view, in this case for the elucidation of the arresting of the discs under function e.

As figured, beginning in the middle, to the left, in the longitudinal sections, at a scale of 1:1, at the functional stages A-C, Bowden cables (327), toward the arresting slides (594) for the release of the shafts (536) with the supporting wheels, are operated.

FIG. 88 above deals with the device an function h, which has the task to adjust the weight of the sinking vehicle in the last phase of descent. This is elucidated above, to the left, at a scale of 1.5:1, in a cross-section through the movement compound machinery, to the right, that is done in longitudinal sections, at a scale of 1:2, in both the functional stages A-C.

The third and the fourth row—under a cross-section detail through a spring tensioning pawl in contact with a spring tensioning tongue—deal with the functions a′ d′ respectively e′ h′ for the lifting and the sinking of the horizontal swivelling stilts.

The horizontally placed cross-section, below under the middle, to the right, is a such through the movement compound machinery (535) for the drive of the worm in the functions a′ d′ respectively e′ h′.

In the middle, under the laying cross-section, in four rows of schematic sections through movement compound machineries, at a scale of 4:1, in the consideration of each single function, it is described in what way the number of movement compound machineries may be reduced with the application of a second release pawl and the fitting of the first release pawl with an overhaul-pawl.

Such overhaul-pawls are demonstrated to the left and to the right in three variations. Below, quite to the right with a rolling up of undulatory outer rim of the operation disc the possibility is demonstrated to control the switching steps by an spring biased arresting ball as earlier described in FIG. 79.

In FIG. 89, in a cross-section detail, at a scale 1:20, a wheel (102) with an outwards bent flange (655) of the wheel on the rail (22) works as a rail clamp. The cross-section detail underneath, at a scale of 1:40, shows an enlargement in the diameter of the wheel flange working together with an additionally lateral rail ledge (663).

Underneath, two plan views, at a scale of 1:40, are given at A on a stretched guide-way (22), at B on a bent one. It shall be demonstrated that the alignment of the wheel axes against the guide-way before lowering of the vehicle descent refers also to the one of the cabin portion.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 reproduces to the left, at a scale of 1:40, a cross-section through a motor carriage of a schematic vehicle project; a plan view of the vehicle is given to the right, below the small detail of the left and the middle portion of the frame with the outline of the joining mechanism. The detail below the plan view outlines the joining mechanism inside the frame. Below, in horizontal section, the vehicle in the customary stage of drive is shown and, below, a further longitudinal section subsequently the vehicle cabin was elevated together with the motor carriage situated next to it. To the left, a longitudinal section through a telescopic column is given, destined for a fluid drive as a detail at a scale of 1:15 in a contracted condition. Under the detail of the telescopic column, to the left, the detail of a left vehicle side is shown, in a longitudinal section, at a scale of 1:80, at which the motor carriage (14) is also fitted with a particular telescopic column (134, here in a constricted condition) and which can move independently in such a manner from the telescopic column (3), which allows the motor carriage to move (16, here in an extended condition). The telescopic column is connected through the outer frame with the telescopic column (3) and replaces the hinged column (4).

On the cross-section, to the left, one sees the outline of the motor (1), of the motor axis (2), of two of the total four telescopic columns (3), and, in the middle, the joining column (4) with the hinged joint (24) as well as the tube, which stands for the bearing element of the slide (5) serving the cross transport of the motor compound machinery to the guide-way situated next to it. The telescopic column, which is reproduced enlarged to the left and below, consists of an outer (6), a middle (7), and an inner tube (8) which are tightened against each other (black rectangles) and one against the other fitted with ball bearings (9). The arrests which limit the movement between the telescopic tubes are drawn as black pins. The central cone of the bottom disc which is screwed in the flame (17) shows the inlet (10) and outlet opening (11) for the fluid. The cap (13) over the inner cylinder builds along with cover strap the bridge to the motor carriage (16) which is higher than the motor carriage (14), because it contains the pump (15) over the motor and because of the aerodynamics (dashed-dotted lines). The detail below the plan view sketches that the outer portion of the flame (17) is connected with the inner one (18) through joins (19). The outer portion of the flame (17) describes a bent upwards, to top the motor carriages for a free space for the lateral reversing of the motor compound machinery to the rails. This flame portion has been drawn excessively wide in order to contrast it better with other portions. The frame gap in front is compensated through a hawk-formed embracing of the motor carriages (14) by the rear flame portion (see the plan view); the motor carriages (16) can move out their slide only in such a manner at least in one direction making the palisade climbing possible (cp. FIG. 15).

On the longitudinal section below, apart from the bridge from the cap (18) to the motor carriage (16), drawn with a big line (20), the power closing to the tube pair of the slide is outlined as well as the closing of the tube pairs to the bow by dashed connection lines. In a similar manner the stiffening of the carrier from the tube pair of the slide to the motor axis (while its spring loading and buffering is not taken in consideration) is expressed.

On the lower longitudinal section, the cabin (21) and the motor carrier (16) with the inner (here the upper) flame of the inner telescopic tube are elevated by the raising of the telescopic columns during the rolling motion by means of the motor carriage (14) which may be continued on the guide-way rails (22,23, see the detail below to the right). The hinged column (4) between the cabin and the motor carriage (16) is distracted by the railing of the middle portion of the vehicle as well as the hinges between both the motor carriages. The dashed-dotted drawn lines of the contour (27) point to an aerodynamic design.

FIG. 2 shows, in a schematic cross-section, at a scale of 1:80, the ascent of a vehicle according to FIG. 1 from one rail pair to the next higher one whereby the rail pairs follow one another rising gradually step-like with identical differences of height on a carrier with the shape of a half-arcade (later also called harp-bow). The uppermost incomplete step is propped by a supporting pillar (26). Whereas the one guide-way rail is fitted on a crossbeam in front, the second guide-way rail is mounted a little higher on the rising beam and is strained from below because of the lever effect. The detail below shows in an enlargement that the left of the wheel pairs on the motor axis (2) stands on the lower guide-way rail (22) whilst the right one has contact with the bottom face of the laterally and angled mounted guide-way rail (23). Additionally, a horizontally fitted supporting wheel (25) is arranged against the side surface of the lower guide-way rail.

Only the stages A und B are clarified with the hitherto explained matter.

In the stage A, the vehicle, which is loaded on the left side when the motor axis is shifted to the right, is suspended between both the guide-way rails.

In stage B, the cabin and adjacent motor carriages (16) are elevated to the level of the next guide-way step by drawing up of the four telescopic columns by means of a fluid pressure.

In stage C, the dislocation of the motor compound machinery to the right between the next guide-way rails ensues together with the reversing of the tube pairs of the slide. After the moment on which the wheels are securely positioned on the upper guide-way and the motor has overtaken the drive, the motor carriage (14) is transported to the level of the higher guide-way rail.

In stage D, the cabin with the telescopic columns together with the motor carriages (14) are pulled to right by means of the drawing-in of the tube pairs of the slides of the motor carriages (16), by means of which, the ascent to the higher guide-way is completed.

These processes are more understandable with the following figures.

Quite Below, to the right, in the cross-section, at a scale of 1:15, a detail of the motor with axis is shown in contact with the rail pair.

FIG. 3 shows, for the operation of the telescopic column by means of pulleys, to the left, above, at a scale of 1:20, a plan view detail with rope sleeves projections, to the right, in a cross-section the detail of a rope drum in connection with a motor compound machinery is represented. In the middle and to the right—to the right nearly over the whole length of the page—longitudinal sections through a motor carriage with joined telescopic column is drawn, to the left in a compressed (A), to the right in an expanded (B) condition. The scale is about 1:10 for the last mentioned portions.

Above, at a scale of 1:20, a cross-section through a motor carriage with the portions essentially for the rope drive is given, to the right, at a scale 1:10, a variation of the rope sleeves arrangement on a telescopic column in a cross-section. Only the portions essential for the functioning of the pulley are considered.

On the cross-section through the telescopic column to the right, below, and enlarged to the left, above, the position of the radial (30) and oblique (31) arranged rope sleeves is recognizable. They are borne in the surroundings of different tube ends and projected into stuffed bulges of the tube in which it may be shifted in the height you can see on the longitudinal sections. The oblique sleeve permit a radial dislocation of the rope running.

The rope tow (35) course for the elevation of the telescopic columns ensues from the rope fixed point (37) at the lower end of the inner tube over the oblique rope sleeve on the upper end of the middle tube to the radial positioned on the lower end of the middle tube over the oblique tube on the upper end of the outer tube and from there on to the big rope drum (28). As shown on the cross-section, that drum is driven together with the adjacent small rope barrel (29) on a common axis through the rope drum gear (34) and a flexible shaft to the clutch (33) through a further gear above the axis of the motor (1). The return action by the tubes being shifted together ensues through the return rope (36), the end of which is fastened on to the lower end of the inner tube and conducts over sleeves on the basis of the outer tube, standing fixed on the ram (not shown) toward the smaller rope barrel. The running directions of both the ropes is counteracting and the diameters of the rope drum and barrel stand in the distance relation to the wind off rope lengths so that it altogether builds a kind of a rope circulation. On the longitudinal sections it is not considered, that the ropes run inside the bulges of the tubes.

FIG. 4 offers, above, three phases A-C of the pulling out of the telescopic column and the return leading in the contracted condition in a longitudinal section, at a scale of 1:20. The telescopic column has below a covering of the single tubes. The fluid admission and discharge ensues stationary over the frame (17) through the inlet opening (10) and the outlet opening (11) in the space between the outer und the middle tube. A hose pair carried along serves for the filling up of the space between the outer and the middle tube terminating below in the latter. The cylinder of the piston pump (40) is fixedly connected with the end of the middle tube.

The middle figure (stage C) shows as the tubes are expanded by being filled up with fluid.

The return operation ensues, as shown to the right (stage B), through the clamp (41) which connects the cap of the inner tube of the telescopic column with the end of the piston rod as soon as the pump is fed from above through the hose connection (39) with fluid. The retainer (43) which is connected with the cap of the pump cylinder by the leverage (42) is arrested and prevents an upwards movement of the middle tube which is emptied through the discharge hose (38) its rod being simultaneously spring biased.

The rod must be operated by fluid admission to the retainer cylinder (as shown in the longitudinal section detail quite above, to the right) to release the movement of the middle tube. The cylinder piston pump is bi-functional so that the piston may be urged again upwards by fluid admission through the supply line (44) as far it is not pressed upwards by the stroke of the end of the piston rod to the frame basis.

After the fluid is fed through (38) and simultaneously discharged out of the outer tube, the initial stage (A) is reached again by means of the lowering of the middle tube with the pump.

FIG. 5 brings piston pump combinations in schematic longitudinal sections, at a scale of about 1:40, over A in a contracted, over B in an extended stage. below, to the right, an arrangement is shown in a cross-section exclusively. A staggered elevation is reached by a leverage between the piston rod and each next cylinder wall. The above example uses three double working pumps with one-sided rods. In the stage B, drawn to the right, the cylinder is figured lying and would be able to contract the telescopic column (see FIG. 1, 3) by means of a tow-line on the almost elevated piston rod, i.e. connected with the frame of a motor carriage, that is to say to the base of the outer tube of that telescopic column. The lower piston row received a doubling of the piston pumps, because it works in both directions with their piston rod so that only half of the single stroke may be effected. If the number of the cylinders is doubled again, a cylinder arcade may be built, which is also suitable for an active retreat by turning back to fluid admission. More economically, the same effect is expected, even with a better stability, by an arrangement of pump cylinders on circle, while these are connect one with one another with sliding hinges (45) on their outer walls and may be raised coiled (not shown) in such a way.

FIG. 6 shows a solution for a lateral outward outlet of the slide with the motor carriage, for a better demonstration of portions which can mount over each other a little enlarged, above, to the left, in a plan view in an extended, to the right of that in a retracted condition, at a scale of 1:40. To the left, under the plan view, in cross-section details, the schematic demonstration of the tilting function of the motor axis is given for the positioning of the wheels between the lower outer (22) and upper inner (23) guide-way rail.

The plan view, above, shows symmetric screws (46) for the movement of the tube of the slide pair (5); one could also have chosen spindles (70, detail to the right under the plan view). The drive ensues from the motor axis (2) through the cardan-shaft to the gear (288) before the housing wall, which is positioned opposite the slide, and from there to the additional toothed wheels for the drive of clutches (33, in this case multiple disc clutches are figured. In the condition, not shown, that the clutch is meshed, initiated by the electro-mechanic switches also not shown (compare FIG. 7, lowest detail) the movement runs through the gear (32) to the toothed wheels of the symmetric mounted screws (46). The screw bushes (47) of these are fixedly connected with the tube pair of the slide (5) and effect their push motion. A main driving link templet (51) in pairs is bridged over the frame of the motor carriage for the tilting movement of the motor axis.

In this way the axis with rolls (52), guided in slots of the driving link which is rigidly fastened over the shaft (53) with the motor. The tilting axis (54) is fixedly connected with the tube pair of the slide through the bridge (12).

As the detail sketches (A-G) demonstrate with regard to the tilting course of the motor axis on the cleft, below, in a cross-section, the up and down movements of the axis with rolls (52) are transferred inside the slotted driving link to the tilting axis (54), so that the guide-way rail may be transgressed and the contact with the wheels may be restored.

Only on the uppermost figure of the functional series, the slide mechanism, which is similar to a piston in a cylinder, is shown, which allows lifting the axis on the rail without a lateral shifting of the slide and above all to bring the inner wheel again under the higher guide-way rail.

Below of the plan view, to the right, a treble telescopic sleeve is shown which has outsides a thread for the thrust of the threaded bush and a driving toothed wheel. The slide could be drawn out, furthermore, for the use on a conventional guide-way rail gauge.

FIG. 7 reproduces above in a plan view, at a scale of about 1:40, and pulled out motor carriage demonstrating the variation of the guide-way rail change; a separate for slide moving forwards and backwards and is thereby applied for the tilting of the motor axis. Above, to the right a variation of the crankshaft is shown in a longitudinal section detail, which drives the small bolt. Below, to the left, a very enlarged detail of the crankshaft. Below again, a cross-section through the motor carriage is shown in front of the wall which lies aside of the motor at the end of the cardan shaft as a variation of the drive of the screw (46). The appertaining clutch is shown below, to the right, in a longitudinal section.

On the horizontal section of the stages A-D, the small bolt (68) lies on the big slide (69) which is drawn by the screw bush (47) and is fitted with rope sheaves on its edges for the continuous rope (62) with the fixation on the small bolt. The continuous rope is moved forwards and backwards through the crankshaft (63) and carries along the wedge (58) and counter wedge (59) which are installed as pairs and symmetrically on the small bolt on which the cross axis (60) and the counter cross axis are lowered and running counter raised, which is transferred to the motor axis on which they are fastened. The rotations of the crankshaft are effected by the gear (67), the toothed wheel (to the right) being fixed to the gear by a fork, shiftable along the quadrangular axis (324) which is synchronized driven again by the pinion for the screw (46).

In a variation, above, to the right, the continuous rope is driven through the rack rail (65) on the bar of the tube pair of the slide (5) which along with a toothed wheel takes the axis of which again bears bevel-gear which derives the original horizontal movement direction into the vertical arranged gear (67) for the drive of the crankshaft (63). The latter is, below, to the middle of the page, drawn very strongly enlarged (at a scale of about 1:8) in a longitudinal section, to the right and below, the explanation is reproduced of the sliding of a motor to the left during the tilting by the movement of the small bolt and the big slide being independent from one another.

On the cross-section to the left, the motor movement is fed overhead the motor axis (2) through the crossed cardan shaft (52) subsequent to the clutch—demonstrated to the right in a longitudinal section—to the gear wheels which are mounted in such a manner that the screws (46) in pairs of their slide (5) are rotated.

The electromagnetic clutch switch with lever transfer is drawn enlarged below. (One will use only one clutch behind the crossed cardan shaft and one will arrange its activation switch sideward.) The longitudinal section details A-D should elucidate the combination of the lateral slide shifting with the motor transport with the tilting movements of the motor during the rail change.

FIG. 8 describes with the stages A-G schematic, in longitudinal sections, at a scale of 1:20, the combination of hydraulic pistons working together with the aim to transport the motor with the motor axis and the wheels up to and under the guide-way rails, above using three, below, using two hydraulic cylinders.

In the upper line, the piston rods of the pistons (71,72) are bridged by the trestle bridge (74) which is fastened on each of the cylinder edges of both piston pumps and which may be raised by the rod of the middle piston (73) in the manner and to an extent as the latter is filled up. The supplying and emptying of all cylinders ensue through the feeding pipe (75); the attached valves are not drawn. The ventilation is brought about from above. Thick broken up beam lines, which extend from the outer cylinders to the motor axis symbolize the transfer of tilting and elevation. An accidental lifting is necessary before the crossing of the lower guide-way rail (22) because a supporting wheel, operated by the lever (76), lies under the motor. This is done in stage C by raising of the piston (73). The tilting motion results from the filling difference of the cylinders under the piston (71) and (72). The stage A indicates a tilting position, the stage B a horizontal position of the motor axis on the lowest level.

In the upper row, the alternative solution of a motor axis tilting by a height difference of the telescopic columns was still inserted at the cross-sections A, B.

In the lower row, the function of the middle piston is substituted for from both other. The cylinders are constructed higher because of that and, in the stage C, an equal additionally fluid amount is fed into both cylinders which raise the wheels together with the downwards projecting supporting wheels over the guide-way rail.

Both cross-sections, inserted in the upper row to the left and to the right of the middle piston combination of the type on stage A and B just described, shall outline that the tilting of the motor axis can also be effected by a differently moving out of two telescopic columns, if the end of telescopic columns through the bars (55) and the swivelling hinge roll slipper (57) transfer the angular positioning of their fictive connection axis to the motor axis—in this case, below, directly to the carrier of the slide (5). The swivelling hinge roll slipper has been drawn enlarged in the longitudinal section and shows the swivelling hinge in the middle and rolls outside which let the forked tubes slip out of the slide (5) outwards.

But also for the task of avoiding guide-way switches with rail tongues during its passage, the solution C can be applied analogue to lift shortly the wheel axes after one another (c. p. FIG. 29, to the right).

FIG. 9 shows, in a plan view, at a scale of 1:40, fluid drive cylinders only for the explanation of the lateral shifting movement of the motor compound machinery with the slide toward both lateral directions, this is done inside the outline of a motor carriage.

Laterally, the essential functional elements are drawn again at a scale of 1:20, for space saving turned around 90 degrees.

To the right, above, a plan-sketch still is given of a layout for the pump function with a 5/2-way-valve.

The telescopic tubes (6,7,8) have, deviating to the application of these in FIG. 1, the carrier function of the tube pair of the slide (5) and horizontally installed whereby a cap, which closes the outer tube (6) is fastened with its end on the left connecting plate (84) to joint the telescopic column of the slide functionally. (The big black points mark each the fixation of the cylinder-piston elements on the connecting plates.) Wing profiles as arresting wedges for the locking switches (81), which are hydraulically operated in this case, hold, to the left, the ends of the outer tubes and, to the right, the end of the inner tubes and herewith the connecting plates in the drawn position. The closing plates of the inner tubes are connected, that is to say, with the connecting plate (84) to the right of a functional unit. The right hand connecting plate moves to the right by fluid pressure—the inlet openings (10) and outlet (11) for fluid are drawn in as pairs on both cylinder ends—as soon as the locking switches to the right are activated. (The locking switches, only shown on one side for space saving as detail in the longitudinal section.) This relates to the stage B which is shown in the middle. When the right hand locking switches remain in arresting position, but the ones on the left are operated by fluid supplying, the slide for the motor compound machinery traverse to the left as shown in the stage C. For the retreat of the stages B and C to the stage A, the double working cylinder-piston pumps are arranged each doubled as a counter running pair. The cooperating pair is connected with one another by the sliding hinge (82) in such a manner, that the end of the piston rod of the longer pump takes along the cylinder of the shorter pump and thereby prolongs the working distance of its piston rod. The end of the pump rod of each shorter pump with the piston (77) is connected with the respective connecting plate. To move these in one of the both functional directions, both cylinder systems, which are classed with the respective connection plate must be synchronically fed with fluid, at least one of both the systems passive by supplying of respective inlet and outlet openings.

In practice, the drive with the tubes (see the detail to the left) is easier intruding and it is better put out of the function by ventilation (letting open the ends of the tubes). But it should the restored relation to the task of the elevation of the vehicle belong to FIG. 1, where the working stroke prevails and the system where the systems, which are described here, can also be used, singularly or in combination. Fluid and fluid supplies are not drawn.

The plan sketch to the right, above, relating to the function of the double working cylinder pumps corresponds to the technical reproductions customary in the trade.

In the demonstrated retracted condition of the piston rod, the fluid admission is brought about through the hose-line A out of the compressed line in the arrow direction whilst the backflow through line B to R is given free. The conditions for a piston lowering are reproduced by the shifting of the slide valve effected by influence of the electromagnetic key to the right. (The fluid runs in the arrow direction of the slide valve.)

FIG. 10 shows schematic, on a plan view of a motor carriage in the stage A-C device for the lateral shifting of the motor compound machinery on a slide (5) between the middle position (B) for the application on guide-way rails of the same level and for the application on guide-way rails different in the level as well as for the slide moved to the left as well for such a moved to the right by means of counter running pulley blocs which are driven by a double working cylinder-piston pump. The chosen scale is about 1:20. The stroke length of the piston is thereby quadruple and can mach the forward and back movement. The pulley blocs can also be space saving fitted one upon another, a lowering of the costs and weight can also be achieved.

The rope of the left pulley bloc is drawn with dashed lines, that of the right with continuous lines. The roller carriage (85) and the opposite mounted fixed roller pair (87) and the continuous rope which leads over the turning pulley (91) to the left end of the motor axis as a benchmark belong to the left pulley rope. The rope (93) leads from the lower end of the fastening ring (91), of left rolling carriage, over the turning pulley (92) to the end of the rode of the piston (40), which depresses the roller carriage with the piston raising (stage C).

In the stage A the roller carriage (85) has been lifted by the rope (97) over the turning pulleys (98,101) up to the rod end. The roller carriage (86) is left through the rope (98) and the turning pulley (99) up to the rod end (stage B, maximum in C). The maximum tension effect of the left pulley block, as it is expressed at the stage A in the wide distance between the roller carriage (85) and the fixed pulley pair to the left (87), was effected by fluid pressure in the pump cylinder and has displaced the motor compound machinery downward. The rope for the raise of the roller carriage is thereby loosened. In this case a kind of rope circulation is given which also effected the middle position of the motor compound machinery in the stage B.

Both movable roller carriages (85,86) stand vis-à-vis at the stage C. The continuously drawn rope of the right pulley bloc (96) has the purpose of moving the motor compound machinery in the counter direction (In the drawing above). Its full activity is reached in stage C, in which the right roller pulley (86) and the right fixed pulley pair (88) are pushed asunder and the motor compound machinery stands above. The fetching back of the roller carriage (86) ensues for example through the tension spring (94), but it could also be reached by means of a closing of the rope circulation over a turning pulley to the end of the rod.

FIG. 11 shows above, to the left, and in the middle, in each case a longitudinal section through a motor carriage, whereby only the sliding hinge, which carries the motor axis and two hydraulic pistons, as reproduced in FIG. 8 for the tilting of the motor axis, are shown, furthermore, the clutching on of compressor or the pump to the motor is elucidated. The scale is 1:40. The disc-clutch is drawn as a detail below, to the left, and the sliding hinge in the middle, the first enlarged to 1:10. The lateral shifting of the motor compound machinery ensues as shown below on a bit more enlarged both cross-sections, the left of which in front, the right behind it is lowered on the guide-way rail, which cross-sections enable to notice further singularities.

The second longitudinal section, above, tackles the possibilities of a shifting to the left. To the right, as a variation of the drive of the lower hinge ledge by means of an electromotor, a dislocation to the right of the hydraulic cylinder for the motor axis tilting and the silhouette of a hydraulic cylinder aggregate is shown, as displayed closer in FIG. 33 to the right. To the left, below, beside of the left cross-section, a detail is repeated, elucidating the surrounding for the support during springing. To the right, above, a cross-section detail out of the upper portion of the motor carriage is reproduced at a scale of 1:35, to elucidate the variation A for the drive of the sliding hinge with a stationary electromotor and the tilting mechanism for the motor axis as it relates to the longitudinal section to the left of it To the left, above, under the longitudinal section detail of the sliding hinge, a cross-section with a variation B of the sliding hinge drive is given with carried along electromotor carried along. Above, to the left, the variation C of the sliding hinge drive is drawn from the standing upper ledge, in a cross-section detail.

On the longitudinal section to the left, above, inside the breaking off (with dashed-dotted lines), the motor axis (2) and the gear (104), the meshing of the gears and their function for a reduction of number of turnings related to the transfer of the movement from the motor axis to the clutch (33) is elucidated. The switching mechanism (103) for the clutch is specified only as a box, because it is known and is customary in the trade.

The compressor, respective to the circulation pump (15) may be clutched on in such a manner for the steered on operations. The upper edge of the sliding hinge (105) runs on rolls (105). The hydraulic cylinders with the pistons (71,72), which can effect the tilting of the motor around the axis (54, see on the right cross-section detail) are affixed. The repetition of the sketch, to the right, is directed against the placing of the hydraulic cylinder combination with the smaller piston (106) as described in FIG. 13, to the right, above, in the same aligning. For a symmetric placing of two of such cylinder combinations, the latter are turned around 90 degrees in the lower cross-sections, so that only the bigger piston (107) is visible. In the vicinity of the upper longitudinal sections, which are somewhat shortened in the height, the cross-sections of the guide-way rails (22,23) are shown, from which, the entire below, the guide-way rail (22) is sketched longitudinally.

The left cross-section, below, makes it clear, that telescopic rails (108) instead of telescopic tubes are employed as carrying elements mediating the lateral movement of the motor carriage. The roller bearing (109) under the telescopic rail, against which the frame fork (110) props, guarantees its independent sliding and herewith that of the wheels, motor, and motor axis with the circulation pumps too (15, see the figure to the left, above). The tube of the frame fork (drawn as bar here) is shiftable in the height in the axis frame tube (111). The lowering of the sliding tubes on both the sides is trapped by the compression springs (113), which support through the Z-clamp (114) on the big hydraulic cylinder with the piston (107); the latter derives the pressure through the bracket support (112) towards the frame fork both longer (here the upper) of the driving pump cylinders of the slide (5, see FIG. 1) with the pistons (78,77,80,79) remaining connected with the frame of the motor carriage through the bars here not drawn—symbolized as a large connecting ledge (118) toward the outer telescopic rail—whilst the shorter ones (here the lower ones) may be moved by the rods of the longer pumps along the sliding hinge (82). The described hydraulic cylinder combinations and also the pumps for the tilting of the motor axis, for which the piston (72) contributes, are joined to the rope circulation with the rope connection point (129) on the frame fork. The lower ledge of the sliding hinge is movable. The rope circulation is described in FIG. 10. The rope connection point overtakes the position of the motor in FIG. 10 in the rope circulation of the pulley blocks with the fixed pulley pairs (87,88). This movement depends on that of the rod on the piston (40) of the pump, which is connected here of the sliding hinge (115). The pump rods of the shorter driving pumps (77,79) are connected through the connecting ledge (119) with the end of the inner telescopic rail taking therein the counter end the connecting ledge (118) clings with the outer telescopic rail and is retained there. (For the survey, only one connection ledge has been drawn, differed as small and large, though both connections exist on both sides.)

One cylinder segment (323) is joined with each of the lower cylinder pairs for the independent transport of the motor compound machinery. When the motor carriage is settled on the rail, then the entire block which is connected with the lower ledge of the sliding hinge (15) is lifted with the axis frame and the cylinder segments and the cylinder segments clings with their underside with the compressor respectively. The circulation pump activating a contact switch (drawn as point). An unintentional lateral shifting of the motor block with the wheels on the rails is avoided in such a manner. The detail A with variations of equipment and function, to the right, above, in a cross-section, uses the electromotor (121) with the toothed wheel pair (122) meshing to the rack (123) on the underside of the lower ledge of the sliding hinge for shifting the latter. This is rendered possible while the motor axis is fastened on to the plate pair (130) which pertains upwards to the fixed ledge of the sliding hinge.

As a further variation, an electric step motor (125) is point out, which is laterally fastened on the pump and is able to shorten or lengthen the tow-line (128), which is fixed over the idler (127,128) lateral of the tilting axle (54) on the motor axis. (The latter is no more shown below, the another necessary device like that on the other side of the pump with the tow-line to the other motor axis end is also avoided.)

The still more shortened Detail B shows as another variation in a manner the electric motor with the toothed wheel pair (122) is engaged with the toothed rack on the upper fixed ledge of the sliding ledge. The electric motor itself is mounted on the ledge of the sliding hinge drawn here in a shortened way and is moved with the omitted aggregates, which are fastened on it The cross-section, below, shows the fastening of the electric motor through the mounting brakes (120) on the lower ledge of the sliding hinge. The axle struts, projecting from there, support the motor axis with its pinion and the intermediate toothed wheel. It is easily recognisable that the variation A is only applicable with a unilateral carrying out of the motor carriage, whereas variations B and C are in question for a larger displacement.

On the variation C, which is shown in a cross-section, the electromotor (121) stands outside above the upper ledge of the sliding hinge and is connected with it through fastening clamps (131). It goes without saying, that the housing wall (133) needs a corresponding bulging out (not drawn) at this place to protect the electric motor. The lower of the toothed wheel pairs (122) driven from the electric motor, mounted on the axis of the sliding rollers in the upper ledge of the sliding hinge, meshes with the rack (123) on the lower ledge of the sliding hinge and is capable of shifting. It may be suitable thereby to arrange the electric motor on the middle part of the sliding distance as seen in the variation A (on the right hand longitudinal section, above, in the middle).

FIG. 12 reproduces, above, cross-sections, at a scale of 1:40, through a motor carriage (16) as in FIGS. 1 and 11 in both the functional stages A and B of the variations A and B to remind about the lowering of the spring supported frame into the motor axis by the weight influence, which is here effected by a lifting because of the wheel impact from below.

In the longitudinal sections below, the mechanism for the tilting on of a supporting wheel for the securing of a stabilized rail position, likewise in two functional stages, to the left A_(A), B_(A) to the right A_(B), B_(B). In A_(A), B_(A) the supporting wheel (25) lies under the motor and presses against the outer and the lower rail (22).

in A_(B), B_(B) the supporting wheel is turned from above towards the inner and upper rail (23). Quite to the right, below, in a longitudinal section detail, a variation of the affiliation of the tilting mechanism to the motor axis for the supporting wheel is figured, the housing wall (133, see the longitudinal section above) thereby being omitted, which ensues in the longitudinal section details of the two stages A and B with a furthermore restricted cross-section detail.

In the cross-sections, above, the stage A also represents, at every time, the condition before and the stage B that after the suppression of the spring biased vehicle portions.

The pressure by the charging is transferred to the axis frame fork (110) and leads to a relative downward shifting. The axis frame tube (111) serves, on the other hand, as a counter bearing for the motor axis (2) and is connected clamped with the; here one-piece and middle-situated telescopic tube of the slide (5) by means of struts (demonstrated only for A_(A), B_(A) but also existing for A_(B), B_(B)). It should be rendered prominent that the axis frame tube (111) may be suitably imagined as interrupted by interpolating of hydraulic pistons (107) for its length alteration as described in FIG. 11. The frame bridge (154) of the frame fork works against the switching tongue (326) to the lever (76) of the supporting wheel.

The switching tongue may be blocked for a time through the Bowden wire (327) as shown in the cross-section of A_(B), B_(B) and to the left in a small plan view detail. With regard to the tasks, specifically restricted to the singularities of the longitudinal sections, falling back to the already described solutions for the mechanism of tilting of the motor compound machinery. The latter is supplemented in A_(A), B_(A) by the angle lever (135) with the rotary axis, which serves below to the axis for as a supporting wheel and ends, above, fastened on the motor, continuing rigidly connected into the tilting lever (76). This is suppressed by means of the switching tongue (326) with the frame and tilted thereby in to the horizontal plane (A_(A)) approaching the inner rime of the rail up to millimetres.

In the variation A_(B), B_(B) the swivelling arm (145) ends in a tube, which is movable against the compression spring (146) along the axis which is held suspended fastened on the motor so that the supporting wheel is held, first, over the inner upper rail (B_(A)). With the suppression of the frame fork (111/110, see the cross-section, above) pressure is exerted against the tilting arm and therefore by the supporting wheel is pressed from above against the inner upper rail, approaching to millimetre distance; all this is effected while the motor axis lies horizontally (through its tilting mechanism) by means of the leverage (146?) (B_(B)) This pressure is mediated by the leverage (156) which effects it lowering and re-elevation.

The cross-section detail to the left of B_(B) shows an supporting wheel (25) which is pressed on against the rail by means of the double working hydraulic piston; a carrying back ensues through the lifting of the rope loop (328) at the switching tongue (326). A rigid connection, direct or indirect, of the hydraulic pump with the slide (5)—symbolized by the strong line—results in a functional independence from the springing lowering of the vehicle.

In the detail A_(C), B_(C), to the right, below, the advantageous variation of the independence of the tilting movement from the motor tipping is presented, so that the supporting wheel, when in function-less condition, is brought back into the housing, to the left, by means of the tension spring (165) which is fastened at the frame to the left. The supporting wheel does not transgress in such a manner as the boundary line of the rail toward the pillar (vertical member). The pressure toward the swivelling arm (145) effects the lowering of the supporting wheel to the inner upper rail against the tension spring (157) and the compression spring (155).

The small detail, above, B_(C), in a longitudinal section, makes it clear, in what a manner the swivelling arm u-formed evades and permits the supporting wheel (25) to be swivelled on over the wheel (102). (The function of the both just described springs could also be overtaken here by the switching tongue (326) which serves for example to the function analogue to A_(B), B_(B).)

FIG. 13 shows very schematically, to the left, above, in a cross-section, to the right in a plan view, and underneath in the longitudinal section, the functional stages A and B of a vehicle variation to that presented with FIG. 1. The scale is 1:40. To the left, next to of the longitudinal sections, a further plan view and below of both the functional stages A and B in longitudinal sections are reproduced, the latter only with its left half, at a scale of 1:80 for the representation of position of the outer and the inner frames. Above, still the detail of a plan view is seen, which demonstrates the cabin interlocking with the frame.

Differently than to the vehicle type on FIG. 1, the hinged column (4) has been displaced from the vicinity to the cabin between the motor carriages (14,16) and the latter have been fitted with two motor compound machineries. The motor carriage (16) was drawn to the right on the plan view in a deflected position as on a rail curve. The task is evident being the restoration of the straight-line movement of the total vehicle axis.

A mechanism for the solution of this task has been presented with the tow-lines (137,138) between the end of the motor carriage (14) near the cabin and the end of the motor carriage (16) lying distant from the cabin, which are interrupted each by tension springs striving to restore the balance of position. (Controlled motor drives could also overtake the task of the tension springs and, of course, directly influence the swivelling axis without toe ropes.) If the motor carriage (14) is horizontally aligned, the drop-in tongue of the locking switch (81) meshes with the biased bolt (49) which may be solved by means of hydraulic piston, or preferably, by means of a magnet coil.

The cross strut (142) serves the connection between the outer telescopic tube and the cabin. The motor carriage (16, see B) is also lifted with the cabin, as in FIG. 1, through the roof frame (140). The hinged columns (4) between the motor carriages are therefore drawn telescopically apart. The diminished plan view corresponds to a still more simplified vehicle type description. One can recognize, that the outer frame (17) inclusively its middle portion (see the inner frame 18 in FIG. 11) are clearly separated from the inner frame (18), so that both may be lifted in the height one through another. For the description of the soluble interlocking of the cabin, the small detail is drawn above, to the left, at a scale of 1:40. A hatched drawn plate for the guidance of the horseshoe-formed bolt (147) is shown which is pushed into the respective counter retaining plate of the catch (148), which is connected to the cabin wall. The small circle lies between the fittings (149) for the pulling out of the bolts. In practice, these locks shall be opened and the bolts shall be retreated automatically for a cabin or motor carriage change. The continuous outer frame (17) prevents an extending of the slides of the motor carriages (16), a circumstance leading to the solution of FIG. 14.

FIG. 14 reproduces, as FIG. 13, above a plan view and below two longitudinal sections for two functional stages A and B for a further variation of the vehicle type, which differs mainly thereby from the hitherto described type, that the motor carriages (14) are united with the cabin on the outer frame with the cabin and are raised with the outer tube of the telescopic columns (stage A), whilst the motor carriages (16) is raised (stage B) and lowered with the inner tube of the telescopic column. Accordingly, the telescopic column has been placed to the “point” turned about 180 degrees. It seems that the load is more favourably distributed on the wheels. Nevertheless, the taking with the compressor or circulation pump (15) causes an elevation of the motor carriage (14) as projecting part, but which would not result in such an extent as figured. Likewise, fluid could be supplied through hoses out of a pump of the motor carriages (16). At both types, only two instead four telescopic columns in a middle position would be proper to replace the hinged columns. The hinged joint (24) has been fastened at the frame avoiding the telescopic construction which could also be performed for the hinged column (4, c. p. FIG. 16).

To the left, below, details of two types of procedures for a guide-way rail change in curves are reproduced, both upper in a plan view, the lowest ones in a longitudinal section. It may be, e.g., a vehicle according to FIG. 13, on which the motor carriage (16) is joined through the hinged column (4) with the motor carriage (14). The adz (331) leads form the hinged column to the swivelling axis (330) around which the motor carriage (16) may be turned. Hinged column and swivelling axis are angle-controlled rotary by means of step motors or other drives—the springs at the tow ropes (137,138), in the FIG. 13, above, to the right, p. e, could be replaced by a pair of hydraulic pumps. The detector (329), which is formed here as metal detector, but could also work with other principles, exists here quadruple. Contact messages to the counter (see the little quadrangular to the left, above) from all four detectors are as control requires (see arrows) transferred the step motor of the swivelling axis and stopping there pre-programmed tracing swivelling movement during braking fixation. The programmed pendulum tracing movement of the motor carriage (14) to right and left out of a position with axis prolongation to motor carriage (16) is elucidated by dashed outlines. One can recognize that the detector (329) does not meet metal during proceeding tracing swivelling motions in the hinged column (4) but very well during the swivelling to the left.

The exact adjustment of the motor carriage (14) over the rails then ensues by means of pendulum swivelling motion around the swivelling axis (330) of the motor carriage with step motor. At least two detectors (seen as circle) announce closeness of rail for a stop demand. The motor carriage (16) can thereby be fitted with one or two motor axes (not shown). It gives a plurality of patterns for the computer controlling according to which the swivelling in of the adz and the wheels of the motor carriage can ensue. The slow tracing movement of the adz may be accompanied by speedy swinging around the swivelling axis of the motor carriage and stopped in the moment of a correct placement of the wheels over the rails. The small quadrangular over the adz indicates an electric contact which is fitted for the congruence with that (drawn as an inner quadrangular) in the middle of the rear edge of the motor carriage. This contact conclusion may be used for a correct lining-up of the adz in cooperation with the computer. A correct axis orientating between the motor carriages by means of the step motor of the hinged column (4) can also be performed by sensor scanning, as demonstrated, below, at the variation B with the dashed line against the hexagon, symbolizing the reflection of a measuring ray of the ray detector (and producer) through a mark at the rear side of the motor carriage—being shown here nevertheless raised upwards—with evaluation and calculation in the computer (as shown above). The conduction of the middle projecting axes of the rotary vehicle portions is of a peculiar importance, when the forwards running motor carriage outline (sketched under Variation B in dashed-dotted lines) not destined the straightening of the motor axes at the same time.

In the plan view of the variation B, an alternative solution is drawn with two connecting ledges between of a hinged joint in the middle of the rearward wall of the motor carriage (16) and the hinged column (4), which are joined together by the intermediate joint (334).

Presupposed that a telescopic prolongation of the adz may be let loose (not shown), so these ledge are stretched and cause—when the motor carriage (16) is running on the rails—the straightening of the projections of the vehicle middle axes by traction.

It is nearly self-evident, that lateral swivelling in the direction of a vertical member or pillar, standing immediately prior to or neighbouring, is suppressed by the directing station.

The mechanism for an eventual motor axis tilting is mounted cross to the motion axis of the motor carriage and is symbolized by the pistons (72,73, see FIG. 8).

At the solution variation B, the motor carriage (14) has at least one detector (329), which—working on the basis of the reflection principle—scans a selected arched area in front of the motor carriage with regard to the contact with a rail by swinging tracing movements. The rail position, calculated with the computer (not shown) and therewith the curvature is transmitted to the step motors, already described above.

The aligning of a neighbouring motor carriage on a neighbouring guide-way can also be effected by this A method.

The above is elucidated on the horizontal section, underneath, on which the motor carriage which is to regulate into the swivelling angle, is lifted. As drawn in the plan view detail, the detector could make a scanning in the direction of course in a quite fixed distance length and it could allow calculating the rail curvature in this manner.

The telescopic column can also be mounted between the motor carriages, whereby the motor carriages (14) are connected with the outer frame and the outer tube of the telescopic column and the motor carriages (16) and the cabin with the inner frame and the inner tube of the telescopic column. (14,16, not more demonstrated, c. p. FIG. 15, the small plan view).

FIG. 15 represents in partial cross-sections, at a scale of 1:40, exceedingly schematized, from under the middle, through the left up to the right, then below, and to above, to the left, functional stages A and G of the ascent of a such climbing vehicle according to FIG. 1,13,14 on a two step palisade. All slides of all four motor carriages must be horizontally stretched temporary (in stage D) for this purpose.

To the left, in the middle, three vehicles are figured running on rails at the ground. To the right, above, on a multiple-step palisade, two vehicles are in a different climbing position, the upper being about similar to the stage E below, the lower to the stage C below, yet the upper with suspended cabin (21).

The plan view of such a use of a suitable vehicle is shown to the left at a scale of 1:80. The telescopic column (3) also takes over the function of the joined hinge between the motor carriage (14) and (16); the latter is rigidly fastened with the cabin (21). One recognize, that a doubled level would be necessary for such employment in a suspended position. That is the reason why this suspended type has been further developed with FIG. 16 and following. To the left, two vehicles are drawn on the multiple-step palisade. To the right, tilting positions of one of their motor compound machinery are demonstrated.

The three vehicles to the left, in the middle, are running over rail sleeper (151) with draining ditches (152) among these.

The necessity for securing against a tilting off from the rails as a result of a unbalance from both sides, not lastly also by wind pressure, is valid for all guide-way pairs conducted on the same plane—although not mentioned in all other examples. To the left of the motor carriages which are brought in action at the ground, the possibility of lateral supporting wheels (25) was sketched with swivelling arm; at the subsequent right motor carriage. The problem is solved by the alternate application of inner supporting wheels, as demonstrated in the plan view detail, to the left, below, in a exemplary distribution in relation to the guide-way rails (22,23). (Both kind of supporting wheels are arranged about horizontally.) If a supporting wheel is applied running in a rail contact one at each axis—preferably it would be two inner supporting wheels at a bigger axis breadth in reality—curves can also be mastered with motor carriages, which have solely one axis, as shown at the left motor carriage; this may be useful for a length shortening. The lowest of the plan view details, drawn subsequently below, provides for its recognition.

The schematic scale of a vehicle descent according to type of FIG. 1 or 13 begins in the ground position A with wheel contact of all compounds on both the same guide-way rails.

In stage B, the motor carriages (14) remain on the lower rail rung with rail meshing, whilst the motor carriages (16, see FIG. 13) and the related cabin and telescopic columns have been stretched to the left.

In stage C, the telescopic columns (simplified in the drawing) have been stretched to the right and the motor carriages (16) and the cabin are elevated.

In stage D, the motor compound machineries with both sliding carriages are extended to the right and brought in meshing with the rail pair situated higher.

In the stage E, the motor compound machineries of the carriages (14) have been dislocated to the left during retracting of the sliding carriages and the abandonment of the rail contact.

In stage F, the motor carriages (14) have been drawn upwards by the contraction of the telescopic column. A counter pillar exists opposite the lower rung with a rail carrying rung for the purpose of changing to a parallel guide-way.

In stage G (see quite above, to the left), the motor carriages (14) together with the cabin have been drawn upwards to the higher guide-way. To the left, a counter pillar still is drawn, which carries two pavements (332) for getting in and out in different stories, the siding railings (333) are each locked against each other, except, when a cabin fills up the blank (see the plan view below too).

FIG. 16 describes above, in a plan view, underneath, in two longitudinal sections, which correspond to the functional stages A and B, at a scale of 1:80 a variation of the vehicle for the suspended employment. The suggestion for it has been given in FIG. 15 stage E. Below, the stage A-C are sketched as climbing steps from the lower to the higher guide-way level. It is shown, that therefore the re-ascent with the inner frame (see FIG. 12, to the left as reduced detail) makes it necessary to go through the outer frame, respectively. The independent standing roof frame bridge (158) and a further member of the telescopic column—in this example the central bar (153)—are necessary after the cabin and the motor carriages (here 14) attached to it are lowered. The motor carriages (14) are connected with the outer frame by the swivel joints (287), the motor carriages (16) by swivel joints at the inner frame; the telescopic extractable hinged column fall off.

Distinct more height is necessary for each vehicle as visible below in the stage representing the ascent of a vehicle particularly—there a second vehicle on a higher guide-way has been drawn—caused by the looming up of the central bar. (Only one pillar step has been drawn here, though all steps needed to be elevated respectively.) In stage A, on the cross-sections, below, the vehicle is in the starting-point. pulling In stage B, the cabin and the motor carriages (14, see FIG. 13) have been drawn up by the contraction of the telescopic columns up to the level of the central bar.

In stage C, the lengthened telescopic columns are extended as also shown in lower longitudinal section (B). The non-profitabillity of the solution leads nearly inevitably to the inventive scope of the FIG. 17.

Above, to the left and toward the middle, in the plan view, still the stages A and B of the FIGS. 6 and 7 have been overtaken; the stage B nevertheless turned around 90 degrees. The clutches are in favour of the motor (1) which lies underneath, not presented. The motor rotations are fed through the bevel gear (169) from the cross positioned motor to the clutch area and then transferred over the cardan shaft to wheel axis. Customary, the electric driving motors with transmission lie in railway service immediately over the wheel axes, which may be overtaken as all technical knowledge.

FIG. 17 shows, above, in a plan view, and underneath, a in a longitudinal section, at the scale of 1:40, in the functional stage A, the starting-point of a vehicle in a suspended as well as in a standing position. The suggestion for it was given in FIG. 15 stage E. Below, the stage A-C are sketched reproducing the descent steps from a lower to a higher guide-way.

Quite below, to the right, in a symmetrical turning up, at a scale 1:80, the stages A and B are shown without the telescopic pulling-out movement in the roof frame bridge (158) and in the motor carriage gallows (161) which is separately rotary in the axis bearing (159) around the bottom frame tube (160). To the right, below, an approximate projection and function sketch was produced in the projection opposite the described figure.

On the plan view, the roof frame bridge (158) with the hinged joints (162,163) are conspicuous which lie shifted about symmetrically out of the guide-way level (see the functional sketch to the right, below). The cylinder with the piston (77) serve the swivelling movements for the guide-way change and is discussed in FIG. 18.

In the longitudinal section, one recognizes the manner as the motor carriages (16) with the cabin (21) in connection with the cabin (21) by hinged joints (162,163) suspended turned downwards turned around the hinged joints up to the guide-way contact of the wheels. The motor carriages (14) stand upright on the higher guide-way by means of the axis bearing (164) on the motor carriage gallows (with regard to the technologic supposition see FIG. 18, above), the bar (165) being interconnected.

In the functional stages A-D, seen in the middle of the page, the cross-sections show the process of the lowering of the cabin with the motor carriages to the lower guide-way, as drawn above in a longitudinal section.

A: The motor carriage gallows (161) with the axis bearing (164) on the motor carriage (14) first stands erected, while the roof frame bridge (158) is tilted laterally out to the left away from the guide-way rails (22,23).

B: The roof frame bridge is further on lowered and thereby a little pulled out by the gravidity as long as the cabin and the motor carriages, which are connected with it, have reached the tack level.

C: The motor carriages are fetched down through tow-line traction toward the lower guide-way (with regard to technique suggestions see FIG. 18, below); the motor carriage gallows is swivelled to the left for that.

D: The motor carriages have reached the lower guide-way. The motor carriages as well as the roof frame bridge stand oblique to the left beside the guide-way.

This also results from the functional sketch below. Shown in the cross-section, both, roof frame bridge and motor carriage gallows, describe the inner circle from the summit (167). The difference of the height between the guide-way rail (22 on the high level) and guide-way rail 22′ (on the lower level) must be over-bridged, which results in projection to the guide-ways on the left the outer circle. The tension rope extent from the summit (167) lies on the outer circle and ends on the lower resting point of the roof frame bridge (158). This point is so far dislocated to the left as the guide-way (22′) lies distant of guide-way (22). The tow rope length, which is necessary for the lowering of the roof frame bridge is drawn in the middle as distance and it corresponds to the chord (167-158) for which the two rope must be shortened, for the roof frame bridge to follow on the intermitted sector on the outer circle.

FIG. 18 relates to the functional processes in FIG. 17 for a vehicle as it could be conceptualised as a suspended vehicle by means of a lateral swivelling of the roof frame bridge and the gallows for the motor carriages, saving on height of the vertical members (or pillars), but is dealt with in a staying form here.

Above, to the left, in a longitudinal section and to the right of it in cross-sections for stages A-C, limited to the conditions of the circumstances at the motor carriage (14), the lowering of which in the axis bearing is described. In the middle, a cross-section series follows to demonstrate the ascent from a lower to a higher guide-way level. The process is broken off at the stage B. Under C, a suspended vehicle is demonstrated by displacement of the motor carriage (14) in the slide to the left. Below, in the longitudinal section, the lifting of a cabin with motor carriage by tow rope tension to a higher guide-way level is explained. All sections are at a scale of 1:40.

In the longitudinal section of the motor carriage (14) and to the left of it in the cross-section, the motor carriage gallows (161) with its axis bearing (159) is first represented isolated. Beside the stage B, the axis bearing (159) is drawn enlarged during the beginning of the swivelling. A bevel gear is mounted in the annular bush (168) rotary against the axis bearing. The movement is transferred from the motor (1) through its axis and a transmission with clutch analogue to the explanation in FIG. 11 to the left, above. When the clutch is thrown into the transmission, the rotation is transferred through the bevel gears (169) and the axis (170) fastened on the beam (165) and three telescopic sliding axes (172) to the rotary bevelled wheel joint (171) and from there to the extensible sliding axis to the ring gear of the axis bearing (159). In the swivelled position of the stage C, the motor carriage has reached the lower guide-way (not shown).

In the cross-section, the middle exposition of the stage A-C relates to the turning in the axis bearing (159) whereby the motor carriage heaves itself with fixed bottom frame tube (160) by motor power into the next higher guide-way. It is reached in stage B.

A suspended vehicle may be produced after the sliding to the left of the motor carriage (14) by means of the slide while the motor compound machinery remains on the upper guide-way. (in order to achieve it, nevertheless, the axis (170) must also be constructed as sliding axis capable of prolonging.)

As shown below, to the right, in the longitudinal section, the motor carriage gallows (161) may be turned outward by motor power, for that a lockable angular joint connection (174) must be installed, as presented to the left.

The lower longitudinal section shows the lowered roof frame bridge (158) behind the cabin (21) and the motor carriages (16).

The hydraulic cylinder with the piston (77) has been stored above along partially in the cabin for the explanation. The pendant lever (177) moves the pulling rope (175) which is fastened on the longer swivelling end of the latter, which leads from the idler with the rope coil winder (176) to the upper end of the motor carriage gallows (161). The pendant lever may be suppressed around its rotation axis (179) which is shiftable in the slot (178) thereby that its shorter arm is rotary connected at the end or the fixed point on the end of the piston pump rod. The pulling-out length of the pulling rope up to the elevation of the level of the fixed standing motor carriage is indicated below as distance and amounts about the third of the circle of the virtually possible pendant lever movement, that circle is drawn with dashed-dotted lines. The pendant lever movement away from the guide-way cannot functionally disturb the traffic flow, but in practice it is replaced by a more space saving solution.

FIG. 19 counts as a suspension version of the invention. Above, in a longitudinal section, at a scale of 1:80, an arcade as a guide-way carrier is drawn with a suspension vehicle (slightly over-dimensioned), below the arcade in the cross-section and above, to the right, a suspension cabin for the post and parcel service as a detail enlarged at the scale of 1:20.

Underneath, as stage A, in a schematic longitudinal section, at a scale 1:40, a suspension cabin with four motor carriages are shown, to the right as stage B, the left half of the vehicle after the ascent of the telescopic tubes to the next higher guide-way.

In the middle, the longitudinal section detail of one of the paired telescopic bow ends are shown with motor drive in two functional stages (A, B), the appropriate sliding spindles with step motors to the left and to the right of these. Below, a bow apparatus is shown in the stages A and B as a variation to the one above.

The paired guide-way rails (21, 22) are pendant mounted, as visible above, to the left, on the side view of a arcade bow as guide-way carrier (182). The claws (183) are around the rail cross-section enclosed thereby being with regard to the size a little overdrawn and as shown in the stage B under the term in detail. The enlarged detail of the cabin for the post and parcel transport (181) makes use e.g. of a monorail (184) with rolls driven by the motor (1) of its T-rail. The transmission for the power transfer between motor axis and rolls was only outlined by bevelled wheels. A guide-way branching may be mastered by automatic switches or without such be lateral climbing over.

The small detail plan view quite above, to the right, shows that the bearing for both wheels (102) over the vehicle cabin is rotary each around the hinged axis of the inner telescopic tube (8). The swivelling axes (186) serve the lateral deflection of the telescopic column (3) of the motor carriage (14)—we wish to keep the marking for comparing—and the carrier arm (187) of the motor carriage (16). The frame (17) is reinforced by the (intermediate) inner frame (18) which is interrupted by hinged joints, which overtake the function of the hinged columns (4) in FIG. 1 so as the motor carriage (14,16) are laterally pivoting one against the other and adapt to the rail curves. The partial longitudinal section, to the right, shows the telescopic column extended and on the seat of the next higher guide-way rail (stage B).

In the detail of the longitudinal section under the figure term, a motor carriage (14) is nearer described. A driving wheel on the axis transfers the rotation respectively to a driving wheel on the axis with the corresponding wheel, which is made possible by a respective retaining plate (189), which hold the wheels in position. The left housing plate is conducted by the claw (183) in such a manner that the wheel, held by it, comes to lie under the inner guide-way rail (23, stage A). By the drive of the spindle (190) through the step motor (191), the retaining rod (192) for the right retaining plate with its right wheel is approached to the outer guide-way rail up to the rest (stage B). The spindles are represented on both sides turned around 90 degrees and enlarged. The pump (15) serves the elevation of the telescopic columns; from the motor (1) there leads a chain transmission to the wheel (102). (Transmission and clutch are not drawn, they correspond to the relations in FIG. 1, to the left, above.)

Below, to the left, the deflection of the motor carriage (16) around the swivelling axis (186) is demonstrated by means of the carrier arm (187) into the guide-way again in a longitudinal section. In the stage A the swivelling arm is held to the left by the helical compression spring (193) and the weight of the motor compound machinery. The bow (194) is brought downward by a spindle drive, whereby its cross axes run through bores of the upper rotation axis which are fastened on the cabin (stage A).

In the stage B, the spindle has lifted the bow and its spreading has transported the carrier arm to the right in the perpendicular position.

To the right, below, a vehicle variation is described, in which two motor carriages are sufficient, one of two type (14) and one of the two type (16), thereby that the wheel axes reach—rotary again around the carrier sleeves—approaching each other gallows over the cabin roof. The retaining rope (196) extends from the wheel axis on the carrier arm (187) to the right end of the cabin roof. The further tow rope (195) from the carrier arm on the telescopic column is spun up from the rope drum (28) to such an extent as the telescopic column raises on the outer edge on which it is fastened, which is performed by a functional coupling of movement (similar as in FIG. 3). The cabin is held in the horizontal line in such a manner, also when one of the motor carriages leaves the guide-way. Correspondingly, a stand version (here not shown) could be elaborated on too, at which the motor carriages are also arranged under the cabin. The retaining rope (196) might be replaced by a telescopic bar and the rope barrel (28) might be used for the drive of described telescopic bar or replaced by another drive for it.

FIG. 20 shows a variation to the suspension vehicle of FIG. 19 by applicationing only a single guide-way rail for each guide-way line. To the left, in a cross-section, at a scale 1:20, the stage A of the suspension in the guide-way is shown and the stage B the deflection to the next rail, to the right of these enlarged details of the motor compound machinery are reproduced. Below, with the stage A, three vehicles suspended one over another are shown at the inner side of a guide-way carrier arcade, with stage B a vehicle climbing from the lower guide-way to the middle one, is demonstrated at a motor carriage, in the cross-section too, at a scale of 1:40. Quite to the right, the lateral wheel closing.

In the stage A, to the left, the swivelling mechanism of the telescopic column is shown.

The thread spindle moves a thread bush by rotation from a motor with transmission, only outlined below, that thread bush meshing through hooks into slots of guide lamellas (197, dashed drawn, above represented in a larger detail). In the stage B, the outer telescopic tube, which is shiftable around a bar in the swivelling axis (186), has been tipped to the right in such manner.

In the details, to the right, it is demonstrated with stage A, what manner the left of the drive-less wheels, rotary around the axis and temporary shiftable is turned in front by an axle pin in the spiral guiding groove (201) of the axis and deflected upwards in the meshing into the T-rail. This is contrived by a tow rope, which is fastened over the idlers (198,199) below the collar (200) and with its other end on the wheel axis.

In the stage B namely, the inner telescopic tube under the cap is drawn downward and the rope is pulled. (The effect of the wheel deduction into the guide-way rail can also be brought about by the rotation of the motor axis by means of the only outlined transmission, which is driven by the motor 1.)

Below, a little diminished, in stage A, the suspension of three vehicles with motor carriages is shown, among which only the left wheel has not yet rail contact at the lowest carriage. In stage B, the motor carriage resp. the motor compound machinery (14) is elevated with the telescopic column to the level of the next guide-way rail. The motor compound machinery is brought in horizontal line through a rope guidance during turning around the rotation axis (202). A motor carriage resp. motor compound machinery (16) stands below in guide-way rail contact.

In the stage C, the motor carriage has solved the guide-way rail contact below and the vehicle has swung perpendicularly above into the mean. The stage of the middle cabin is reached under A by the return guidance of the telescopic column (see FIG. 16,13 below). In the detail to the right, in a cross-section, the possibility of the application on a monorail way similar to that of the HALWEG-railway, that is a staying railway, is sketched.

Above, in stage A, the lateral support or supporting wheels are swung out each around a rotation axis whilst the driving wheel on the axis of the motor (1) leans on to the rail. In stage B, the angle arms continuing the supporting wheel axes have been loaded, which is symbolized by the lowering of the bar, which is drawn through the axis of rotary short tube pieces (203).

FIG. 21 gives an example for a sled vehicle for linear-motor drive in the staying form on two guide-way rails.

Above, the stages A-C of the ascent from the lower to the middle rails are shown in a partial longitudinal section, at a scale of 1:40, (the right mirror—inverted halfway through from the arcades is omitted).

To the right, in the middle, a plan view is presented and above a cross-section, both at a scale of 1:80 with an deviating variation of only two, but therefore elliptic, telescopic columns and with the slide two sleds which extend. Below, at a scale of 1:30, an enlarged and slightly detailed and altered reproduction follows.

In the stage A, the telescopic columns are already extended and the cabin (21) with the integrated motor carriages are lifted, whilst the motor carriages (16) below have rail contact.

In the stage B a sliding of the sleds ensues to the higher guide-way rails by means of the slide (5). The sleds (204) are exposed as comprising u-formed the rail; it should not be delved deeper into the problems of the magnetic fitting and controlling. The motor carriage (14) may be drawn upwards first when the rest of the vehicle runs ensured on the next guide-way.

The stage C shows the transition of all vehicle portions to the right into the new higher guide-way rails, while the motor carriage, which is still to the left outside suspended, is heaved to the right into the rails, first to a little higher level and then being lowered onto the rails. This may be effected by an initial raising of the piston rod with a successive lowering (see FIG. 8), when the cylinder bottom is fixed on the bottom frame and the fixing point of the rod on the slide (9, see above the enlarged cylinder-piston detail). The extending of the slides ensues analogue to FIG. 9 by means of two cooperating double-pistons from which one pair is drawn. The shifted together pump pair is destined to the extending of the slide toward the counter-side (here on the upper part of the page). On the cross-section, to the left, in the middle, a third higher mounted rail is drawn in, against which a third sled props, which is transported in portions with the vehicle along their total length, while the piston at the slide balcony (185) was moved upwards. For the change to the new guide-way type with elevated inner rail, the left, lower rail is continued for a distance and then omitted. For the chance to the counter-side of the guide-way on the same level (e.g. to a secondary arcade, c. p. FIG. 29, above), a fourth elevated sled can also be carried along (not shown).

If the sleds for the lower rails are fitted with a lifting devise it is not necessary for the higher rail (here are not hydraulic pumps at the slide balcony).

The sleds are elastic flexible for rail curves.

FIG. 22 brings, at a scale of 1:40 an example of two sleds (205,206) which can be laterally transported by a crawler-tread (207), this is done above in a plan view, underneath, in a longitudinal section for a demonstration, that the sleds may be arranged in echelons. The motion mechanisms for the rail sleds is explained in the middle longitudinal section, below in a cross-section, at a scale of 1:20 with an enlarged chain detail to the right.

In the plan view, above, both sleds stretched out by means of the slide (5), that of the motor carriages as well (14) as these of the motor carriages (16). The telescopic columns (3) are connected with the motor carriages (14) through the frame (17), which is transferred upwards because of the overhanging of the crawler-treads, and can be lifted an lowered together (perhaps hydraulically). Thanks the inner frame and lateral strutting to the motor carriages (16) these build a motion unit together with the cabin (21), which is tied up to the end of the inner telescopic tube by the inner frame (18). The rail sled (206) is laterally lifted and has been dashed drawn. (This position could be suitable for the controlling of the lateral stability, a relating lateral rail—not drawn—being only proposed.

The enlarged cross-section, in the middle, at a scale of 1:40, shows as crawler-tread (207), which is controlled from the four toothed gears (209) and driven by a toothed gear on the auxiliary motor (50). Two rail sleds (205, 206) are fixed upon the trawler-tread through stems (211) and ropes on the crawler-tread in a distance of nearly a crawler-tread breadth and taken with their movement. The extent of movement is marked through an accompanying outline drawn with dashed-dotted lines. Two (guide-way) toothed gears are held by struts which project into the chain bearing (208). From the cross-section it is elucidated, that except for the carrying out of the slide to the right such to the left may also result.

On the longitudinal section through the slide, below, is demonstrated, that two pistons project each with their rods through a bore of the upper chain bearing between respective paired crawler-treads and meet there a chunk. This chunk is fitted with a projecting receptacle (210), which is capable of lowering and lifting the rail sled (here 206) with the piston rise against the guide-way rail (23, c. p. FIG. 23). Contacts are thereby operated or a signal current circuit is closed. (c. p. FIG. 24, above, to the right).

The enlarged details, to the right of the longitudinal section, below, through the slide of the motor carriage show above in a side view and underneath, in a plan view, a variation of chain links.

Together with the enlarged cross-section detail, quite below, to the right, from the chain bearing and laying up chain links is demonstrated, in which manner the sliding may be facilitated by the respective rolls on the crawler-tread.

The further details of the longitudinal section are drawn from FIG. 11, to the right, above.

FIG. 23 shows, above, in a cross-section, at a scale of 1:20, the functional stages A and B of the descent of a rail sled vehicle from a higher to a lower guide-way.

Besides, the mechanism of the swivelling in of a supporting wheel is explained.

It must be mentioned here that the two sleds must hanging on different, separately driven, crawler-treads and that the cabin must be dislocated stronger outwards with its total load to made this rail arrangement suitable, the cabin should even be shifted outwards in each case for extending out to both sides.

In the cross-section, above, the motor carriage (16) with the cabin (21) is connected and dislocated with its upper trawler-tread, whilst the cabin is moved to the right by means of the slide, and the motor carriage (14) is already lowered by means of the telescopic columns and shifted to the right by means of the slide. (On recognizes the expenditure of a larger construction of all supporting elements of the slide for this solution for a undercutting of the inner guide-way (23) must be taken into account. The rail sled (206) lies at the lower motor carriage still laterally and the rail sled (205) is located over the outer guide-way rail (22).

In the stage B, the motor carriage (14) and herewith the rail sled (205) are lowered toward the guide-way. The rail sled (206) is lifted into the guide-way rail (23) by means of the cylinder-piston pumps and the firm rail seat of the motor carriage (16) is brought about. The motor carriage (16) can now be drawn and then lowered together with the cabin to the guide-way rail (22), after the carriage (14) has firm guide-way seat with the guide-way rail (23) too.

The mechanism for the swivelling in of the supporting wheel is visible on the stage A. The swivelling arm (145) with the supporting wheel (25) is turned back to the left around its swivelling axis (220). It is effected by the step motor (191) which brings in operation a rope circulation over the idlers (222, 223). That is elucidated at the motor carriage (16), above, in the stage (A) of the bending of the supporting wheel to the guide-way rail (23). The catch (56, see FIG. 9), which can also be operated electrically, is thereby meshed with its rod in a notch of the axis tube and fixes the supporting wheel in such a manner in its functional position until the release of the catch.

FIG. 24 explains the functional running up on the passenger traffic and partially on the transport of goods too and notes thereby marked examples with detail hints out of the discussed figures. Mainly, control operations are mentioned as they are further comprised in FIG. 25 and FIG. 26.

In the left cleft, a vehicle cross-section is given in the appertaining stages A-E of the lifting, following FIG. 2.

To Dispositions 1-5

The vibration sensor (224) is symbolized through the closing of the current circuit by the swinging of a ball-loaded metal tongue. The plug-in of a u-formed bolt into the frame for the cabin fastening (see FIG. 13) effects a appertaining contact closing, which must here be performed by a further pushing-in of the bolt. First when the motor carriage is aligned straight, the drop-in tongue on the pump rod as locking switch (81) signals the correct seat by contact closing for the current flow. Because both guide-way rails serve as conductor their correct seat of the wheels may be metered by current collection (FIG. 11).

The admission to the guide-way rail ensues from below through funnels in the screen grid.

On the cabin roof (see FIG. 2, to the left, in the cross-section) the telescopic rod (347) is stretched out with a swivelling joint along the cross bar (348) by means of the step motor (small ring on the longitudinal section, above, to the left) taking off the electric current from the next higher rail, when the cabin stand on the lowest rail near the ground. The enlarged detail to the right, above, still indicates an optical sensor with a small circle on the telescopic rod, which moves away the swivelling joint on the cross bar, when it comes to stay in front of a pillar (dashed rectangular), what is signalled to a computer and evaluated.

To Disposition 6

The distance during the extending of the telescopic column (see FIG. 3) or the hydraulic pump combination (see FIG. 9) for the lifting of vehicle portions may be registered by the scanning of bench marks through the sensor head (139) and may be converted in the board computer (258) to the sequence control. The relating data are also transmitted to the superior directing station (see FIG. 26), which aims at the independent possibilities of control and of its influencing by the passenger. Thereby, a branching may take place toward the control transformers for a separate control of the motors (1) for the vehicle drive (217) and for the lifting and sliding movements (218) through pneumatic, hydraulic or electric drive (219) in the area of the motor carriages

To Dispositions 7-10

FIG. 6 is quoted for the sideward sliding of the slide by means of a spindle with the alternative of a hydraulic pump application according to FIG. 9; the FIG. 12 is additionally quoted for the tilting of the motor axis, whereby the locking of the supporting wheel (25) is controlled by electric contact closing (not shown) appertaining approximately to the position of the swivelling arm (145). Bench marks (226) are fitted along the coulisse for the tipping arm. FIG. 8 solves the task with hydraulic pumps, the rods of their carry bench marks for the scanning by a sensor (not shown) or can effect contact closing during the passage, which is simpler, recalled to the computer for the function control. The scanning of the effected distances may be obtained—by other tasks too—by means of simple current contact closing with bench marks, but also with every pretentious technique up to the application of optical position sensors using the Position Sensitive device (PSD) or the application of distance sounding.

In FIG. 11, the contact closing between the lowered plate pair (130) and the pump cylinder (only shown as half) signals the correct position of the motor compound machinery. In FIG. 22 the contact closing between the receptacle (210) with the rail slide is called upon as measuring criterion. The symbolic circuit of the block diagram of circuit with the interconnection of the measuring instrument (228), which stand for the sequence control is shown above.

To Disposition 11

The fetching up of the motor carriage by pulling in of the telescopic columns (see FIG. 2) and of the pumps respectively (see FIG. 9) are an inversion of the procedures in disposition 6.

In the following, a tabulated survey is given over the processing for the passenger traffic in the 12 dispositions

Call by means of mobile phone to the directing station

or call column with authentication by carte for identity

order with term and destination, kind of cabin (size, pressure resistance against the change in evacuated tubes), place (eventually telephonically pursuit along a line, which is named by the user and confirmed by the direction station, with mobile phone located to allow a walk during the waiting period)

Directing Station

Survey plan over the cabins, which are set in operation in a certain region

Ascertainment of the next available cabin

SMS to the customer with the presumable arrival time-point and price

Confirmation by the Customer

The vehicle is vectored by the directing station up to the stand guide-way until the place of stopping

Further passenger activity: Taking the seat after deposit of the luggage

Board Computer

1. Laid down minimum rest interval, possibility of speaking contact with the directing station (permanent, with costs so long as no fault signal, connected with distress call)

2. Off-position of vibration sensors (when unsuitable movement is produced, penalty costs are imposed), see the Fig. at 224.

3. Testing of the locking mechanism of the cabin with the frame (permanent control, when disturbance, alarm to the directing station, bringing the vehicle axis in a straight position or in a position directed to the rail curve (see FIG. 14)

4. Door interlocking, temperature control (when the cabin is tightened, control of the air composition, oxygen content), weight control

5. Switching on of driving motors for speed uptake and clutching in of the circulating pump

6. Valve release to the telescopic columns for the lifting of cabin and motor carriages/control at the measuring point row “height” up to the stop/radar control of the distance to the next vehicle in both directions/regulation of the torque of the motor compound machinery and wheels (permanent)

7. Valve release for the slides to sideward/control on the measuring point row “breadth” in comparison with the metal detector control during their approach to the rails

8. Destination of the program for the kind and extent of the displacement of the motor compound machinery adapted to the rail position according to 9.

9. Tipping movements of the motor axis, if suitable, with switching commands to operating members under control at the measuring point row “motor displacement.”

10. Control of the correct rail seat (current measurement) also for supporting wheels too and safeguarding of the motor compound machinery against axis displacement

11. Valve release for the drawing-in of the telescopic columns with the release of the motor carriage on the starting-rails (if necessary)

12. Valve release for the displacement of the cabin with motor carriages toward the new guide-way under control according to the measuring points row “lateral displacement”/possibility of own change demands and alteration of the velocity following a request and letting clear through the directing station

To the right, below, in two cross-section details, at a scale of 1:40, security precautions are still described.

The cross-section in the stage A demonstrates a vehicle in contact with the guide-way rails (22, 23). The rope, which guarantees the electrical current supply originates from the rope drum with brake (229) on the cabin wall. The pivoting arm (232) is loosely connected with the middle of the roof of the cabin (21) and holds with the joint (233) the sleeve (234) with rope sheave (235) which is shiftable in height in the latter and carried against a pressure spring. The rope sheave, which spreads outward is directed against the current leading rope (236), which is fastened by means of a mount on rising leg of the arcade above the guide-way rail. Only the lower rope for the stand guide-way, below, is current conducting for safety instead of a electric rail voltage. This rope is protected downward from the screen grid (237), which is fitted with locks for an automatic opening and may be turned (downwards) in sections above all to remove collected on leaf. The lowering of the rope sheave into the rope for the current supply ensues only on this stand guide-way; a small distance of the rope sheave and the rope is destined for higher guide-ways permanently controlled by electromagnetic measurements (not shown).

The figure below relates along with the stage B to the emergency situation, that a rail interruption or other incident has dispensed the seat of the vehicle on the guide-way. In this case, the rope sheave is pressed against the rope, which now tightens the brake (229) through the caching rope toward the rope sheave.

This rope is torn loose with the joint (231) with an idler and the idler (239) from the cabin roof together with their connection rod (238), while tension is operated through a rope sheave on the joint (233). The tension of the auxiliary rope (240) sheaves the rope sheaves together and the rise of the rope sheave (235) inside the sleeve against the pressure spring moves the clamping seesaw (241) in such a manner, that the sleeve under the carrying cable (236) is closed. The guide wheel (230) stands for example of sliding means being inserted into the pillar to mitigate the scratching of vehicle portions

One can recommend, that the rope drum with brake (229) is controlled through the directing station in such a manner, that the braking depends with regard to the intensity of its influence on the distance of the cabin from the next pillar arcade. More distant cabins are lowered then more slowly, so as the carrying cable is relieved in such a manner. An impact on the ground may be sprung up against its effect by airbags (243), which are released automatically. The small roll (247) prevents the contact of the rope with the carrying cable and is grinded.

The taking off and supply with current for a ground oriented vehicle is more economically reached with a lifting and sliding of the motor carriages to the next higher rail with battery power or with a telescopic rod, as described above at the end to the deposition 5, or by a mixture of both procedures.

The detail in the plan view, in the middle, quite below, makes the equipment of two explosive cartridges (242) visible in the area of the cabin locking with the vehicle frame, one of the cartridges being drawn enlarged to the left. The black circle defines stems on the bolt (the appertaining slots for their insertion are omitted), on which the explosive cartridges are supported with their piston closing. The bolt is burst open with the explosion by the electron flow through the current loop (246), what also happens with all the bolts. The thrust rocket (245) results that the cabin is separated from the other vehicle. This is automatically operated by the board computer and the directing station still before the rope drum with brake (229) is loaded maximally.

FIG. 25 gives a wiring and connection diagram taking pattern from a vehicle plan view in FIG. 13 at a scale of about 1:20. The figure relates to the exhibiton in, Taschenbuch für den Maschinenbau, editors W. Beitz and K.-K Grothe, Publishers: Springer Berlin, 1997Q37, Q38. The hydraulics are represented with regard to the principal functions to the left, the electrics to the right. The fuel circulation begins at the pump (15). leads over the switching throttle (248) after the reflux control into the sleeve valve (249), which is controlled by the magnet switch (261) from the electronic phase-belt (see on the right hand side). A reflux into the tank (250) out of the back line is prevented by the back valve (251). The feed pipe has a dirt separator, a slip loss is airlessly equalized by displacement by a compressed gas bolster. The outlet tubes out of the sleeve valves are continued as lines, which reciprocally supply the double working pistons underneath. Back valves (252), which are controlled by reflux in cross-connection, permit the stop of the pistons on each level an hold in position without load flow. Both upright pistons above are applied for the lifting of vehicle portions, both transverse situated under them for the sideward shifting of the slide. (Instead of two pumps two pairs of these exist in the most examples.)

Quite below, a circuit is given, which divides the sleeve valve (249) into the both functional suitably steps. Behind of, that will say here above of a reciprocally operated magnet 4/3-way valve with the outlets H (higher=elevating motion) and S (sideward motion=slide) are connected two 4/2-way valves at a time, which—with valve position P-A—operate the respective double working pistons forwards and—with valve position P-B—complete the reversal of the pistons. The 4/3-way valve is drawn in a zero-position, during the fluid is shorted circuit in a circulation R=reflux).

The text related to the electrics was to supply by the scheme of the modular network. The modules for the motor control (253), the transmission control (254), for the rise and fall mechanisms and lateral slide movements (255), the control of the guide-way contact and the locking control (256), the control of the pivoting arm to the carrying cable and emergency devices as rope braking on the rope drum (257), central module (board computer, 258) are shown without the connections to the communication in the cabin and with the directing station (c. p. FIG. 33). The modules for the door control (259,260) as key function and door opening.

FIG. 26 reproduces as a principal set up the relation among directing stations for the central controlling of the overall traffic system, based on two adjoining direction stations 1 and 2, and between the latter and the cabin, respectively the entire vehicle.

Quite in the middle, to the left, chips or toy marks are still listed, which may be different in form, lettering, and colour at pleasure, to mark the place of the uptake and the goal perhaps by model races. The flexible angle arm with springing downwards and a permanent magnet at its end, laterally fastened on the vehicle, could pick up metallic marks. Such a starting chip (a) for the steering in the game and the transport to the goal chip (A) is drawn in on the general plan. Dexterity with regard to the distance choice and by overtaking maneuvers climbing over rails would stand in question during a race.

In the general plan, in the middle, a single cabin (21) was sketched as a black rectangular roadway line on a wide ramified while outlines of arcades being filed to one another as guide-way carriers. Because the cabin lies in an area, for which the directing station 1 is competent, a signal and information exchange results from the directing station 1 to the cabin and from there back again as commands to the central computer (signified by the arrows at the dashed lines). Data transfer with measuring values relating to the cabin—but also to the guide-way condition itself—in the direction of the directing station, such relating to the distance from the next arcade pillars, could ensue from these neighbouring guide-way carriers. Radar sets locate the next obstacles in front and rear on the vehicle. In the enlarged detail, to the right of the directing station 1, is reproduced in which manner the cabin is connected with the pillars as guide-way carrier (182) by radio, but the pillars again contacts the directing station by radio and the line connection (263). The use of frequency modulation and respective A methods over the direct current for the motors for information and command transmission is nearly self-evident.

Because the denoted cabin approaches behalf to transgress the area limited toward the direction station 2, this becomes transmitted data from the cabin too.

The distance, simplified as line, appear in the reality as composed from many guide-way rails, as it is demonstrated by hand of two enlarged detail sections, limited by two rail carrier arcade, inside the area of each directing station. Branching guide-ways (265) with or without servo sorting gates obliquely lead off above of the stand guide-way in the area of the guide-way carrier (182) and that is done into both running directions. Approaching in front or following vehicles are persecuted with radar and the measuring signals are transmitted to the central (cockpit) as well to the directing station. The vehicles themselves are also fitted with radar.

With FIG. 27, the treatment of goods traffic begins.

Above, to the left, in the functional stage A, in a cross-section, at a scale of 1:40, a freight cabin (100) is represented, which being suspended fitted with two motor carriages, which mesh on different guide-way levels. The appertaining bevel gear drive is more distinctly explained in the tipping axis in the middle, at a scale of 1:20. Between the staggered up freight cabin, above, and the bevel gear, in the middle, in a cross-section, at a scale of 1:80, there are the stages A-D of the tipping of a frame for the freight transport when the level of pillar steps is gradually diminished up to the point of transition to parallel guide-ways at the ground and, to the right.

In the second row, above, in a cross-section, at a scale of 1:80, two stages (A, B) of an alternative solution has been still inserted on two guide-ways without a tilting of a freight cabin, whereby telescopic members, being perpendicularly fastened on the wheel axes of the cabin, are perpendicularly adjusted through hydraulic pistons (77, 78) to the alteration of the height of guide-way steps. (The hydraulic pistons are indicated enlarged as detail to the right).

Under the bevel gear drive, in the middle, at a scale of 1:15, a functional sketch is given relating to the balance control between the transmissions for the wheels of the forward movement and the transmissions to the motor axes for the lateral tipping of those.

To the right, in the middle, at a scale of 1:160, a longitudinal section is given through a pillar arcade with a heavy-cargo cabin, which still allows space for the passenger traffic above and at the ground.

Below is dealt with the function of a slant laying of a quadruple gauge freight cabin is during the transition from the staggering to plane guide-ways, combined in a cross-section and a longitudinal section, at a scale 1:40. The freight cabin (100), outlined with dashed-dotted lines, is fitted with trapezoid and an around the tipping axis (124) rotary container (270). The transmission, on the lower motor (1) to the left, for a bevelled-gear drive (169) is outlined without the necessary clutch, analogue and enlarged underneath. The pulley block with the fixed pulley pair (87) and the roller carriage (85) is applied for the power strengthening. The fixed pulley pair is fastened on the roller carriage for the upper motor by a rotation axis. (The tilting mechanism for the wheels with means of the movement of the motor axis is here omitted, because earlier rather discussed.) The lower motor is suspended on the carrier rail (269) the tipping axis being mounted on its left end. To the right, below, still the axis of the bottom clap (268). The latter is closed by the auxiliary rope (272) during the pulling up of the roller carriage.

To the right, above, in the stage B, it is opened and the auxiliary rope lies at the ground. The rope drum with brake (229) serves for the letting down of the container; for the lifting, the rope drum may be clutched on the motor (1).

The stages A-D shall elucidate the possibility of a interaction of vertical rods, firmly mounted to the wheel axis, through sliding sleeves on a connection bar (132) a stabilized rail position provided from above. The sliding sleeve has to be fitted with a swivelling hinge for the rods, which they may be shifted through the former. Screws below the sliding sleeve have been brought downwards in steps on the sketch; the frame for the loading would be lying higher as on stilts without this correction.

A simpler solution is the fixation of the swivelling hinges at the level of A (perpendicular hinges and screws at the rods are omitted then) and the integration of the connection bar with its duplication into the coachwork mounting allocating the loading, this is to say higher in the load cabin, best by duplication and displacing to the side walls (comp. FIG. 28, above, to the left, and FIG. 71).

The cross bars between the sliding collars could be transferred up to under the cabin roof; the rods which are firmly mounted on the axes could also be doubled and displaced near to the side walls. To avoid an overloading, especially in the stage A, brakes are suitable (being symbolized by wedges or triangles only in places) which are operated from the computer perhaps may follow to the measuring results of a device according to FIG. 32. Such a brake (453) is drawn in an enlarged detail, at the scale of 1:20; below, applicationing a gear rack with toothed gear and pawl—it could also be other brakes, of course. The brakes could be saved if separated load container are connected each with the rods which are firmly mounted on the axes according to FIG. 29, to the left, above. (only one of such containers was drawn in at A and, to the left, in the longitudinal section.)

If the beam (280) would be tilted to a larger extent the distribution of the axis load should be prepared at the connection bars to the wheel axes (see the cylinder-piston symbol).

As a further alternative, the application of an auxiliary motor (50) with transmission (90) in each case as step (setting) motor between the left axis end and an axis near the connection bar (132) is represented, which must be mounted at least in the wheel height distant from the axis or on a respective bow (This is drawn only at D because the difficulties of the representation on this place.) As sketched in the detail over C, at a scale of 1:40, each connection bar segment between the setting motors needs to be telescopically fitted.

To the right of A-D, an alternative solution is presented at which the motor compound machinery respectively the wheel axis is lowered during and together with the lowering of the guide-way steps and rails (stage B). The drive for that could be controlled by a measuring device as shown below in the detail this device initiating a balancing reaction counter a tipping up of the cabin (21), which remains horizontally positioned by that. As alternative, one may fall back to a measuring and control device according to FIG. 33. Staggered hydraulic pistons (78,77) have been chosen as an exemplifying device for that, analogue to the FIG. 4, 5, 9 (c. p. FIG. 32).

Below, the descent of guide-ways has been demonstrated in two kinds of sight projected over one another. To the left and to the right, to a single vehicle connected freight cabins stand in a respectively varied cross-section on staircase-like steps transporting an oblique slanting container (270), supported on rolls (188). Between the cross-sections through pillars as guide-way carriers (182), which decrease with regard to their height in the longitudinal section, each of the descending lines symbolizes the entire guide-way. The descent of the rails with different degrees angle has the consequence, that the total vehicle axis gradually declines and the container also approaches a horizontal position, which is reached on rails at the plane ground.

Above, a diagram is drawn to explain the functional control for the alteration of the motor axis position during the descent on the rail. Measuring values for the turning angle are gained from the bevel gear drive (169) for the swivelling of the motor axis and transformed in the measuring instrument (228) and transmitted to the computer (258). It also receives relating measuring values with regard to the turning of the motor axis (2) by a measuring instrument and counteracts each deviation from a axis solder (277) through the influencing of the velocity. (But the intensity of the motor axis swivelling could also be assimilated to the vehicle velocity.) The conditions are further discussed in FIG. 32. In the middle, to the right, in a longitudinal section, at a scale of 1:80, a type of freight vehicle is demonstrated with roofs horse saddle like two steel bow arcades as guide-way carrier (182),) which support each of two guide-ways on four landings, by means of the frame leverage (244). The latter is borne on the rail steps 2-4 from motor carriages on both sides of the arcade middle axis and lets open two passages above, on whose rails two passenger cabins (21). which move independently are figured. The freight cabins are hatched represented. To the left, on the stand guide-way, a passenger vehicle stands too. The steel bow arcades are particularly strengthened toward the pillar basis to resist an augmented pressure, as it is contributed to the lower guide-way rails (see FIG. 27, in the middle, to the right)

If container are transported on guide-way being stepped into the height, the load pressure lies mainly upon the lowest guide-way with a steep container axis. The at last used guide-way need also reinforcing struts (314) toward the ground with a correspondingly secured groundwork (452). At heavy transports the holding guide-way should be comprised.

FIG. 28 brings above, to the left, two quadruple combinations of freight cabins one below the other, as they have been shown in FIG. 27, but the upper one is shown in the longitudinal section, the lower one in the plan view, both being here shifted together into a single plane. One of the sliding hinges (273) is rendered prominent above with an enlarged detail. The upper freight cabin variation shows crosswise struts; the outer frame, which encloses the container (270), is strengthened on the lower freight cabin variation. The scale is 1:20.

Quite to the right, above, in a plan view, at a scale 1:20, at the sections of line A and B, an interrupted guide-way section with two single plates or stair-steps (from pillars) is drawn. The transition from a rail guidance with different level shall be demonstrated to such one side to side. At the latter, on the lower guide-way section B too, the motor axis stands in the middle of the vehicle, which needs more place toward the pillar.

To the left of the plan view, the related cross-sections with regard to the rail fastening are drawn in detail. The inner guide-way higher guide-way must be guided on a longer arm up to its omission, which necessitates a stronger angle supporting towards the pillar and a broadening of the pillar along the distance accumulation of pillars in the rail transition area respectively. The transition stage to the other rail type is also recognizable in the representation below, in the cross-section, stage A. There the moment is reproduced, in which three guide-way rails exist before the higher one is omitted.

Above of the middle, in a cross-section, again at a scale of 1:40, a mechanical solution is represented for the cross-axis tipping in train of the slant supporting of a freight cabin, as it has been alternatively exposed in FIG. 27, below, in the middle, with the switching diagram for a solution with servo-motor. The inclination of the beam (280), which connects the motor compound machinery against the motor axes, which are held horizontally as relation line, is used therefore to let lower the sliding bush (329) on the respective connection bar (338) over a further there rotary fastened bush. This downward movement leads through a tow rope over an idler at the connection bar to the right to the pivotable fork (340) for the motor axis (stage A). A prolongation of the two ropes between the sliding bush and the fork (340), to the left, corresponds to the shortening on the right. The freight cabin along with the beam (280)—not shown—gets a tipping motion relative to the horizontally to the guide-way directed motor and wheel axis, whose tipping is expressed in the altered angle position of the connecting bar to the motor axis in stage B. In the detail sketch to the right, the ropes are replaced and symbolized by bars (342) crossing each, which are suitably to contrive the wheel axis position with relating chosen conditions for distance of the rotary bar end and fixing points. Hinged end point may also be fastened on the beam (280) without connection bars (338). FIG. 38, above, to the right, should be quoted for that.

In the middle again, at a scale of 1:40, the descent of the guide-way rail being only sketched shown as in FIG. 27, below, but the number of the pillar steps and rails being thereby reduced. The pyramid, above, at a scale of 1:160, shows to what extent the connecting lines of the edge points of the steps are equally dropped when the pillar steps decrease at the height about 20 percent (the demonstration being distinctly before the zero line broken off). To the left, the counter running ascent of the lines is still sketched while the steps are omitted. One gets this pyramid, if on accosts tangents to corresponding rail cross-sections on a carrier arcade in distances subsequent a lowering of the guide-ways about 20 percent and one projects these tangents one over upon another.

Below, therefore, again in a mixture of cross-section and longitudinal section as in FIG. 27, above, a double guide-way freight cabin is demonstrated, which is tipped around 90 degrees angle during its descent to the plane ground level. On the hand of the beam (280) in connection with joint straps toward the motor axes, additionally the possibility is demonstrated to shift the lower (in stage A) and later the left (in stage B) motor axis with motor and wheel outwards. The transition to guide-way rails, which are mounted on the ground in different distances, will be applicable herewith to such of different gauges too. With regard to the sliding mechanism it shall be referred to FIGS. 6 and 9, as far the slide movement is there concerned, with regard to the tipping of the motor axis shall be referred to the FIG. 27, in the middle, to the left, and to the ones just described above. The breaking off of the upper guide-way and the lowering of the higher motor compound machinery with axis tipping through lifting and subsequent lowering by means of the crane hook (346) would be another alternative for the goods traffic. (A supporting belt around the hole freight cabin (100) is represented by a dashed-dotted line.)

Below, quite to the right, in a cross-section, still a variation is demonstrated, at which no common connection exist to the beam from the wheel axes. Each wheel axis has gallows attached on its outer end around of theirs hinged joints, above, beams are swivelling. Firmly mounted slant rails at the container rest on these beams being perhaps transferred to the outer wall of the load container. The second beam outline (drawn with dashed lines) corresponds to a diminishing of the guide-way steps (see the dashed double outline) from the stage A to B. The hydraulic piston in connection with the shiftable gallows leg shall elucidate the possibility to regulate the load distribution to the different wheel axes by measuring observation (c. p. FIG. 33).

FIG. 29, in a cross-section, at a scale of 1:80, shall demonstrate with the combination of two guide-way arcades, that heavy loads and such of big volumes may also be transported on lower pillar constructions. The vehicle units 1-3, 6-8, 9-11 and 14-16 have been represented with dashed-dotted outlines as a possible unit freight transport vehicle.

The dashed outline of the cabins in the examples 4-5, 8-9, and 12-13 shall demonstrate the possibility of the transfer of passenger vehicles from one arcade leg to the other. In such a manner, guide-way for increasing average velocity can also be arranged declining and low lying. The rectangle, which is imposed to both arcade, for a freight cabin (100) shows, that bulky loads can also be transported.

In the space between the arcades, in the cross-section through a double guide-way and in two plan views above, in the stages A and B, at a scale of 1:20, the function of a rotary railroad switch is represented to bring about a rail ramification at the pillar area in the same level. Therefore, the rail bow segment (343) with a platform, developing out of the stage A, by turning around the rotary column (344), which is fastened at the pillar, comes to shore with the additional guide-way (stage B), which is also possible with rails different in the height. The cross-sections below elucidate, that two platforms or supporting scaffolds are necessary, from which the second must be lifted below through the rail (22) by the sleeve (345) around the rotary column; the small side view, below of that, demonstrates the slot through which the mentioned rail can pass. Alternatively, the upper rail may be swivelled by the rail carrier (384) over the vehicles away (dashed drawn).

In the middle, to the left, in the longitudinal section, the functional stages A and B, a railroad switch between two pillars is sketched for a traffic deviation downwards. For that, rotation axes (216) for the rail deflection are suitable and motorized cable winches (271) at the counter pillar with arrest and connection bolts (283). The latter are pulled back on rolls in the stage B, the upper stronger one as the lower. Two rope connections exist for it towards the guide-way rail ends and the respective two ends of connection bolts from the drums of the motorized cable winches (271).

Below to the left, in the longitudinal section, at a scale of 1:40, a special freight vehicle for a longer and heavier load is represented. The freight cabin (100) here is situated above to two suspended motor carriers on the lower guide-way and is additionally supported by a chain of suspension motor carriers on the higher guide-way through ropes and pulley blocks (95). The length of the cabin is restricted by the pressure resistance of the connecting upper frame (281), against which an upset works. The tension connections extend between the upper (281) and the lower (17) frame. FIG. 33 deals with the consideration and distribution of loads to the different motor axes

Below, to the right, in the longitudinal section, at a scale of 1:40, in the functional stages A and B, the detail of device is presented for the automatic lifting of lateral supporting wheels over conventional guide-way switches being fitted in a motor carriage. A pivoting lever projects from its hinged joint on the bottom side of the vehicle toward backwards and downwards; it has a terminal fork which embraces the end of the upwards spring biased axis of a supporting wheel near of this wheel and pushes it upwards as soon and as long an obstacle among the guide-way rails pushes against the pivoting lever and pushes them away; therefore bittons (305, 421) have been provided which may be stretched on the guide-way switch area. If sleds are applied, the pivoting lever is able to be replaced by sled which is put on its edge and laterally swivelled to the guide-way rail (not shown).

Above, thus is in the middle, to the right, in a plan view, guide-way rails are reproduced in the guide-way switch area (the guide-ways being drawn too small with the wheels running thereon). In stage A, the supporting wheels presented isolated have rail contact, whereas they have been displaced upwards because the pivoted lever being influenced by the gauge steering rails in stage B (see the dashed outlines).

If the rod (316) is lifted by a bitton with conveying of the swivelling lever, then the oblique toothed gear (317) works in by turning, the right one to the right, the left one to the left respectively (see the enlarged detail above). This motion impulse can also be restored in a helical compression spring (not shown). The wheel axis will be able to adjust to the rail curvature angle at the beginning of the switch curvature in such a manner that it is fixed before by the rod until the swivelling lever is lowered again behind the bitton. If both rods are simultaneously operated, a wheel axis turning cannot take place and the vehicle is capable to continuing with running straight on with the fixed wheel axis provided that the rail switch is appropriately adjusted. When the supporting wheels are stretched up to the rail contact they provide this permanent adjusting of the wheel axis angle position to the rail curvature. The swivelling lever remains in a position which the supporting wheels turns off at the area of the wheel steering rails (318) which are additional inner guide-way rails, or it remains elevated by a plank-like panel (drawn in dashed lines), or by electronic control (subsequently discussed). (Instead of the bitton a cross-section of a rail has been drawn in

Once more upwards, in a longitudinal section, a computer controlled device is sketched as an alternative solution which directs a sensor with radar properties against an obstacle (similarly as in FIG. 14 to the left, below): in this case narrowly restricted to bittons moved upwards inside the guide-way gauge, reporting back the former. The drawn through lines shall correspond to the control lines and the circulation pump shall then be operated by that for the lifting of the hydraulic piston with the supporting wheel. (Any other drive may replace the hydraulics, of course.)

To the left, above, at the end of the vehicle, in the plan view, two correlating sensors are drawn in again. Thus quite in front they are sufficiently because the computer will be able to calculate the appropriate time-point for the elevation of the subsequent supporting wheels adapted to the running velocity. The device may also be applied outside of the switch passage, as swivelling devices for supporting wheels may be coupled with the radar device.

One may be mentioned to the conicity of the supporting wheels (25) with the smaller lateral diameter below in favour of a secure deposition during the swivelling in to the guide-way (c. p. FIG. 76, below, to the right).

FIG. 30 shows in two schematic longitudinal sections, at a scale 1:80, suspension vehicles on ropes, one of which is demonstrated in the stage A, another in stage B, relating to the distance from the last pillar. Below of that, the diminishing of the rope sagging is shown by means of the upper guy rope.

In the middle, between the longitudinal sections, the detail of a vehicle is represented, the level compensation is reached by an elevator at the cabin.

The plan view in the middle, to the left, at a scale 1:30, shall demonstrate a vehicle for the staying application on two ropes, in front and in the rear with a frame an roller device for the securing of the guide-way distance for the wheels on the motor axes.

Below of that, a small longitudinal section detail of the cabin bottom is shown.

The uppermost schematic longitudinal section shall demonstrates by the sketching of three simplified suspension vehicles, that the rope sagging is compensated by vertical movement in the area of the vehicle suspension about through the operation of the telescopic columns so far that the passenger move is farther in the horizontal line.

The detail of a vehicle in the middle, below of that, shows, that the vertical movement between motor carriages and cabin may be compensated on the frame, perhaps by a piston stroke (the pumps are drawn here excessively.)

The controlling of the level of the cabin may be completed by quite a different manner. Thus the angle may be evaluated between the telescopic column and the connecting rod of the wheels, which freely support to the carrying cable. Height measurements or horizontal direction finding also stand in question. The altered power requirement during the passage of the rope sagging is compensated to a uniform speed by the central (board) computer.

The small cross-section detail, to the right, under the upper rail, shall demonstrate the application of a lower and upper rail at the rope, for which a bar with terminal hook appears suitable for a connection between the ropes different in the height.

In the longitudinal section, above, the pressure effect is shown from below towards the carrying cable by the wheel, a kind of application, which is not recommended because the instability and which is hardly necessary on rope distance, because there must be scarcely saved space with regard to the span of the (pillar) arcades. A standing vehicle is demonstrated below the lower rope sagging, during the passage of suspension bars, below, in the middle, in a cross-section and just above a dashed line the possibility is shown to support a rail in the manner of a suspension bridge. Underneath, to the left, a standing vehicle is shown during the passage of bars for the hanging up of the rope.

To the right of that, in a cross-section, at a scale 1:20, a guide-way rail for a linear-motor drive suspended on two integrated carrying cables besides of other auxiliary ropes (black circles), to which a sled (204, see FIG. 21) lies up. The poured in magnetic spoils are sketched also laterally and below and could serve with a counter sled, drawn in with its swivelling arm, to the distance control for the necessary gap space.

Above, at a scale of 1:80, the slide is demonstrated in the longitudinal section during it conforms to the rope sagging owing to its elasticity.

The counter sled is again divided in itself and has a second swivelling arm (shown only at its attachment piece). In a plan view in sections, the linkage of such a rail is represented with a doubled rope soul; the section is guided through the ascending branch of a T-rail as it is shown, on the right, in stage B of the passage on a rail suspension, in a further cross-section through the rail and sled. The sled at the rail profile urges, that is to say, the elastic guide-way rail laterally asunder, so that the rail linkage evades favoured by a row of lateral rolls.

Along the sled, several T-rail segments are arranged on a rail carrier. (The dashed drawn lines which evade by bending, shall correspond to the finer auxiliary ropes inside the sled, which serve the solidity.) At carrier pillars fastened ropes too are capable to be lead up to the carrying cable and inserted (gesplissen) there through the appearing slot between the lower sled halves—the swivelling-in arms, of course, are disengaged in the carrier area so that be capable to evade by springing (not shown).

In the middle part, at a scale of 1:30, a plan view follows of a staying vehicle with two lateral and one inner swivelling arms with tracing wheels for the securing of rope distance at two carrying cables as rails (22,23). The stage A, to the left, shows the mechanism in the opened, the stage B, to the right, in the closed condition. Both outsides swivelling arms (349) project from the front and rear motor carriage and bear tracing wheels, which mesh lateral toward each of the carrying cables For this purpose, the bow (352) is approached through the tow-rope by the winch (350) to the motor carriage against the compression springs (351) and urges with its slants the tracing wheels on the swivelling arms each from outside toward the carrying cables. The cross beam (353) extends between the axes of the last mentioned tracing wheels, the later being borne shifting in a kind of slots, that cross beam having a in its centre a balance beam (354) rotary around its vertical axis, the ends of which bear inner counter wheels, which urge horizontally from inside against the carrying cables, when the outer tracing wheel is brought close through a roll bearing on the bow centre by means to the winch. The compression spring (355) fetches back the racing wheels from the carrying cables. The horizontal wheel guidance is switched out in rail curves, which are performed on rails. At least a further pair of guide wheels is mounted, below the cabin, on a balance beam, on both sides horizontally projecting against the carrying cables, which each is approached one to other against a pressure spring through a tow-rope from the winch (358) clasping the carrying cable. (Only that last stage is demonstrated here.) The wheels are thereby soluble arrested by the approaching one to another bolts (359). The horizontal or cross axes (363), which permit a limited clearance of motion in the vertical direction, compensate the rope sagging and relates analogue to the function of the pendulum rotation axis for the of rail curves. In front and at the rear, the cross axis (364) adopts that compensation function. The guide wheel also takes over, at the same time, the task of safeguarding the cabin in the case of precipice by one-sided break of the carrying cable analogue to the FIG. 24, to the right, below. When the carrying cable respective the rail (23) falls, the current flow is herewith interrupted between both rails. Besides when both guide wheels are drawn out with its balance beam (360, see below, in the middle, in a longitudinal section detail)), then an electric contact interruption in the computer module (258) releases through the battery (357) the explosive cartridges (242) on the swivelling arms and their serving ropes (359, see A and B) on the carrying cable (22) and on the four edges of the frame (17) which supports the cabin. The drawn in lines connections, only uncover the break of the carrying cable (23), but they are also functionally provided, of course, for the break of the rope (23). The cabin falls then and remains suspended on the guide wheels of the balance beam at the carrying cable (22). The guide wheels are thereby turned in the vertical line, during the rest of the vehicle falls to the ground with the broken carrying cable (23). The connection between the balance beam and the retaining staging for the guide wheel axes ensues through the catch-rope (362), which may be springing for the flattening out, finishing at the pulley drum with the brake (229, cp. FIG. 24, to the right, below) on the cabin roof.

The replacing of the rails by ropes permits a longer distance of the pillars.

Especially, in the case, that no passenger traffic comes off in reality, the cabin may be inseparable connected with the adjacent motor carriages, respect. their motor compound machineries may be integrated in the cabin.

FIG. 31 shows below, in the cross-section, at a scale of 1:40, the stages A and B of the transport of a caravan on two guide-ways, on different levels. The stage B demonstrates the sliding to the left of the roof box in order to produce symmetry and the lowering to the pneumatic tyres (117) of the caravan for the rail independent self-drive through a motor clutching over. Above, in still more schematic longitudinal sections, at a scale of 1:20, the principle of the hydraulic relief motion of the motor compound machineries from the rails are explained and the shifting to the left of the roof box (here the latter by rope pulling, bellow by the thrust of the bar (385) against the cardan shaft). Equipment for the climbing would be thinkable, but not really desirable, because the leaving of the guide-ways should not be permitted at an accidental place. Descent guide-ways for caravans will also be provided at destined places.

Quite below, to the right, in a cross-section, at the scale 1:120, the development has been still outlined to enable dislocation the roof box even more to the left and to prop them by the telescopic rest (400). If the projection outward of passing along cabins on the upper guide-way is also handled by the construction of the lower vehicle portion—as shown approximately above shifted to the right accordingly to the dashed-dotted auxiliary lines by the extending out of the slide with the motor—or if the remaining vehicle is also inclined outwards, caravans might be capable of parking these on the guide-way:

The proposed solution could be still more significant for freight vehicles those loads can not immediately be unloaded.

FIG. 32 deals with the problem of the tension and over-range pressure protection for guide-ways and motor axes.

To the left, in the longitudinal section, at a scale of 1:10, a shortened pulley block is represented, as it may be applied according to FIG. 29 (below) between freight cabins and motor carriages on different guide-ways in connection one with other by reversing distribution of load especially to the soil near guide-way.

To the right, the problem of pressure load for a standing vehicle is elaborated on accordingly.

The upper outer turning pulley (99) of the pulley block and the end of the bar of the roller carriage (85) are fastened at the upper frame (281) and herewith the tow-rope end too. The big rope sheave below is connected with the lower frame (17) of the freight vehicle, both frames are only dashed outlined. The adjusting slide contains a step motor (191), which drives a spindle through a transmission, whose spindle is apt to shifting along the fastening bar and herewith to alter the pulley block length. The strain gauge (282) serves as measuring indicator for the limit value of the tension load and transmit measuring signals to the computer (dashed lines), which again transmit demand signals to the step motor. The rope loop (284) over-bridges the rope area around the tension spring (286) in the slotted cylinder and protects against an overloading of the strain gauge. The motorized cable winch (271) serves for the rope prolongation. The latter instrument may be suitably dislocated to the long end of the tow-rope and may, cooperating with the strain gauge, replace the function of the adjusting slide. (This variation was not further explicated because of being intelligible by itself.)

To the right, below, in the longitudinal section, at a scale 1:10, the analogue solution for a motor carriage, which stands on guide-way rails, also provides a load balance; this time with hydraulic means. When the frame (17), which is fastened at the hydraulic cylinders, is burdened, the switching throttle (248), which is controlled by the computer (258), hampers the oil stream from the small to the big cylinder, during the small piston is also sunk, only as long as the pressure measurement streams out of the piezoelectric element (285), which is embedded in a substance permit according to the program of an elasticity relating to the task and transmitted to the computer, permit according to the program.

When a critical load occurs from the frame, the throttle valve is opened and herewith the load is dislocated to the other motor axes and rails (c. p. FIG. 30, below).

One can easily recognize, that both compensation mechanisms—once for tension, then for pressure load—can substitute another, when respective working turning out are performed, perhaps by levers or ropes.

FIG. 33 reproduces, to the left, in a cross-section, to the right in a longitudinal section, at a scale of 1:40, in two functional stages A and B, a device which serves the guide-way change of a suspended vehicle running on two rails of one guide-way. Vertical lifting and lateral slide movement are joined into a single motion. It is fallen back upon the idea in FIG. 17,18 with that. Each “motor carriage” is carried from two bow arms there being swivelling motors on its terminal points with reduced swivelling area (see the symbol). Six of such motor carriages have been drawn in (see the longitudinal section); if two of these would be applied, the middle ones would be chosen; it could also be more. The middle ones are demonstrated fitted with sleds for linear motor drive, with which all swivelling arms would be fitted to be placed on und under the respective rails (see rail cross-section above).

In the stage A, the vehicle suspends with two bow arms on the lower guide-way with lever like loaded over and upper rail, while two other pairs are swivelled upwards and already contact with the higher guide-way. The vehicle at which all motor carriages are brought to the higher guide-way and all bow arms folded in their middle joint is drawn with dashed lines in stage B (in the cross-section). To initiate the change, the motor carriage—after a short lifting by the swivelling motor on the cabin roof—needs to be drawn outwards by the movement of that swivelling motor in a rail guidance against a compression spring so far that the outer wheel (or sled) leaves the rail.

With the moving upwards of the end of the bow arm pairs the motor carriage, being rotary on it, needs to be tipped downwards.

Instead of the swivelling joints, being borne on the bow arms, whose supply lines are not represented, tow-lines can be applied. This alternative is also drawn in; the rope drums (28) are drawn next to each other in the cross-section for the sake of being unambiguous and it comes from a single supplying of each drum with an electromotor.

One could apply, of course, the climbing-over-device of the folding bow arms instead at the roof area in the bottom area of the vehicle allowing to insert them on the wheel axes; the bow arms, or then bow legs, could also swivel in the horizontal plane and additionally be fitted with telescopic members. A guide-way change between rails on the ground would also be possible in this manner. Below, an overview shows a fitting with sleds instead of a such with wheels.

FIG. 34 shows, above, to the left, in the cross-section, at a scale of 1:40, a suspension vehicle being constructed analogue to that one of FIG. 33 but containing a cabin which extents over two parallel guide-ways; its ascent to a higher guide-way has also been demonstrated. To the right, in the middle, the appropriate longitudinal section is reproduced. The arms with swivelling motors being synchronized in the function have been transferred through supporting beams to outward of the cabin. A such an extension towards still more guide-ways, when intended it is possible, of course, and may also be transferred, on principle, to a vehicle standing on guide-ways. In the cross-section, wheels and motor compound machineries they are still additionally drawn in as they could be significant especially for suspension cabins if the guide-ways continue installed at the ground. The power supply could ensue also from the motors above analogue to and in reversal of FIG. 75, below, to the left.

Below, in the longitudinal section, it is demonstrated, that vehicles, of course, could be coupled with one another like a train in row.

To the left, under the cross-section, at a scale of 1:80, a further such a cross-section is demonstrated which offers as a guide-way variation a staggering up of double guide-ways on the same level in the way that each higher guide-way level balcony like platform rises above the respective lower one for one guide-way breadth. Cabins of double breadth may be applied in this manner. On level step A, such a broad cabin is shown; on the level step B a further one being moved outwards for one guide-way for the aim of permitting perhaps space to pass for a smaller single cabin or for the aim to change the guide-way, in this case to the step C. The necessary instruments, as motor carriages, for that may easy derive from the hitherto described. In step D, two small normal cabins are demonstrated next to each other. One may fit the cabin height in such an extent that a guide-way change is enabled between the outer and inner guide-way. The balconies may also be propped (see C) and the broad cabins may be separated in two halves to normal cabins and eventually displaced after one another during the change over to other guide-ways (not shown anymore).

FIG. 35 begins with an example for a fast guide-way change as it may be enabled by stored spring power. In the cross-section, above, at a scale of 1:1, a telescopic spring block (458) is presented, the lower half in the stage A of the spring tightening, the upper one in the stage B of the spring release. The spring block serves for the lifting of the vehicle (see FIG. 37, A, B). To the right, in the middle, in the longitudinal section being composed of the stages A and B, at a scale of 1:2, it is demonstrated that the spring block has been swivelled in a axle bearing about 90 degrees angle into the horizontal plane. Tube supports or stilt props (459) with wheel pairs have been drawn in this figure tilted downward around an axle bearing out of the horizontal into the perpendicular line in function (c. p. FIG. 37, H, I, J); they serve the support during the descending to a lower guide-way without a necessity of tightening and shorten the spring block. Only the middle, proper vehicle portion bears two motor carriages (14,16) with four driving or motor axes (2) altogether. At A, the wheel pair at the end of the spring block stands close over the rails. The tube pairs of the slide (5) for the lateral movement are shoved through hinged collars which are swivelling only a little out of the horizontal.

In the plan view, the slides are stretched; the drawn out dashed horizontal lines represent guide-way rails. The position of the supporting wheels (25) is elucidated.

To the left, in a plan view, at a scale of 1:8, the rolling up of the mechanical control device is shown. The electric auxiliary motor (50) operates with its axle through the pawl the ratchet wheel (461) when turning to the right and the latter drives through the toothed gears and bevelled wheels the horizontal discs with a bolt whose elastic paddle (460) transports a broad pinion at first into one direction and after an overriding into the counter direction. The rolling up over the pinion demonstrates in which manner the cantilevering groove guidance permits the mesh into an operating wheel; the clutching may be still facilitated by the spring biased evading out the mesh of an axle pin (here not shown). Different operating wheels are arranged spiral-shaped staggered around the pinion axle for the operating functions, these operating wheels being successively set in function by means of the pinion when it is driven through the ratchet wheel (462) during the auxiliary motor being rotated (after pole change) into the counter direction. (The four operating wheels arranged around the central pinion are only a part, they should be dashed drawn and have a little broader grooves distances as the wheel to the right, under them.)

To the right, more over, there is a plan view toward the terminal lid of the spring block with both spring biased retaining latch (81) which are released by traction (see the dashed drawn figure of the lock) through the ropes and idlers over the groove guidance of a wheel with endless loop. The wedge-shaped bevelled cut, to the left, below, shall hint to the friction adaptation of the lock as, far to the right, the rolling up of the clutching faces over the rope drum (28) for the device laying downward.

The ratchet wheel (462) stands still with its axle at this lock type; it is the pawl which is turned through the driving wheel (above) and its clutching link profile (468) projecting to the left. Those counter piece at the rope drum (28) is from the left side meshed by means of a compression spring around the axle and released by the operation of two tow-lines from one of which solely seems to run centrally mediated by the roll-borne disc (465). The iron rope drum can be fixed in this position for the period of the current flow from the computer (258) by a magnet ring (+/−).

To the right, a variation is represented of a releasing through a tow-line on a crankshaft, the latter being turned by an operating wheel.

The switching symbols +/− shall remind that the respective operation position is recalled over contacts to a computer (258) which then interrupts the current flow toward the auxiliary motor until the success is announced from the operating organ.

FIG. 36 reproduces in the cross-section, at a scale of 1.5:1, a supplement of the control mechanics for an vehicle according to FIG. 35, 37 elucidating the movement of a slide tube. The retaining latch (43) is mounted on the collar of the swivelling joint of the slide tube, the latter being positioned to the left; this locking detent is opened—by tension from the relaxed spring block, not shown—and lets the tension spring apparatus work (c. p. FIG. 37, to the left, above); thereby the tow-line from the left slide end effects, over the pulley near the locking detent and over idlers, the detention of tension springs which have been tightened by means of the right, lower ratchet wheel. The upper ratchet wheel is made ineffective as lock by means of tension on the trigger off for the counter apparatus there and the rope drum (not shown) recoils and permits the displacing of the slide tube to the right by rope detention.

Only the rope attachment and its leading over the upper two idlers are represented and the final portion at the second upper ratchet wheel from its counter apparatus. The tow-line is drawn with dashed-dotted lines leading from the right end of the slide tube through the central idler, interrupted by one tension spring, slant to the trigger, i.e. breaker switch of the counter apparatus (see the connecting clamp).

Below, the representation of slide tube is repeated and the fixed standing control lever (463) is explained under its function: at A, it has been entered with a pin in a bore in the tube, so that the tube extended to the right was allowed to sunk in the horizontal;

at B, the tow-line of the “counter apparatus”, which will later transport the slide tube to the left, is effective first so that the collar is displaced to the left because the slide is arrested on the rail seat (not shown) and draws it out of the bore by influence of the lever slanting. Afterwards, the pin provides the raising of the slide tube in a tube groove (to the left shown in the cross-section).

Below, the stages A-D of the ascent of a vehicle with broad cabin (21) is represented in cross-sections through guide-way arcades at a scale 1:80. The vehicle runs on two guide-ways. The guide-way steps overbridge with another so that the increase of the height is not diminished after the first step. At the step A, the front and rear motor carriages (16, comp. FIG. 2) are raised by the telescopic columns (3). At the step B, the insertion begins to the higher guide-way step by means of the slide (5) e.g. on gear racks by means of toothed gears (comp. FIG. 84, approximately above, to the left) whereby the slide needs not to be telescopic in this case. At the step C, the motor carriers (16) are inserted. At the stage D, the middle cabin portion was lifted by the telescopic columns. The insertion of the motor carriages was not more represented, it follows the movement of the upper slide bow to the right. The cabin bottom shows outward also the corresponding roll rails, below, for a shifting of the telescopic column on rolls. A longitudinal section, above, to the right, at a scale of 1:40, shall elucidate it. (The toothed gears are drawn as rolls 105 here.) The double guide-way may be useful also for the application of vehicles on single guide-ways, e.g. through that to mount branching guide-ways (265, see D, comp.: FIG. 26) from the outer guide-ways

FIG. 37 reproduces, in schematic cross-sections, at a scale 1:2, the functional stages A-L of the raising (A-F) and the descent (H-L ) of a vehicle according to FIG. 35 which makes use through the spring block of only one single telescopic member. The swivelling functions of the latter are sketched under G. To proceed from A to B, the spring block has to be contracted and simultaneously swivelled from the horizontal to the perpendicular line through the winding up of the rope drum (28) for the former. The last motion occurs by the winding up of a second rope drum (not shown) together with the first one, the tow-line taking hold of the bottom face of the spring block as shown under G. When the locking switches (81) are released, the spring block jerks asunder and the vehicle is raised from A to B. The stretching of the slides (5) over C to D until the closing of the guide-way change in F requires the mechanism which is discussed in FIG. 36, above; portions are repeatedly omitted for the clarification. From C to D, the slide tube is displaced from the slant position to the left to the right, above and it is lowered into the horizontal line over the higher guide-way. The pre-tightened spring apparatus is released by means of a tow-line at the wedge of the retainer latch (43, FIG. 36) when the spring block is maximally extended. In order to achieve it, the counter acting spring apparatus (c. p. FIG. 36, above) has to be brought to the clearance to let uncoil the line from the rope drum (c. p. FIG. 35, detail, above, to the right). During the vehicle is drawn over to the left—the spring apparatus for that being released through an operating wheel from the auxiliary motor, while the counter acting spring apparatus is unlocked—toward the higher guide-way through a spring apparatus, analogue to that for the transport of the slide tube, the extended spring block is swivelled into the horizontal through a tow-line (see the strong, broken off line in G) which is attached at the upper edge (+) leading to the right end of the slide tube. The stilt props (459)—hitherto represented only in FIG. 35—have been let down loose from the horizontal to the perpendicular line through a relaxing of the tow-line from the vehicle while the vehicle is shifted to the left up to the stage H by means of a tension spring apparatus for the descent to the lower guide-way.

After the slide tube with its wheels being shifted to the left up to I the vehicle is let down loose on its stilt props at a respective sliding collar up to J, released by the displacing of the lever (black point in the locking wedge) at the retainer latch (43) by means of the bar at the slide tube against the compression spring.

In K, the stilt prop is raised through the tow-line over the left upper idler on the vehicle and slightly displaced to the left; the tow-line over the right lower idler is then activated the initial position is reached at L.

Above, in the cross-section, at a scale of 1:40, in the stage A, FIG. 38 shows a vehicle with stilt props, whose wheel and axes are stretched out in front and rearwards on the same guide-way and permit an erecting of the vehicle with an approach up to the perpendicular position (see stage B, in the middle, to the left in the longitudinal, to the right in the cross-section C) by a fluid swivelling motor (pneumatic or hydraulic) up to over the level of the next higher guide-way. The swivelling arms or horizontally swivelling stilts (470) which correspond functionally to the slides (5) are also fitted with swivelling motors (rotors), all with limited swivelling area (see the symbol for this quite to the right), which nevertheless work not in the perpendicular but in the horizontal line.

To the right, besides the cross-section B, above, by means of a detail of a swivelling arm or a horizontally swivelling stilt is shown in which manner the wheel axis is held permanently parallel to the guide-way by the bar (422) connecting the end of the strap (420), which rests fixed at the swivelling axis of the stilt, with the wheel axis, the latter being rotary around a joint of the swivelling arm. An elliptic guide groove (464) on a kind of a balcony for the cross pin on the end of the swivelling arm, shifting inside the rotary axis, provides for the distance between the wheels and the vehicle to become shorter during the lateral extending. (This distance could also be controlled by means of a screw for the adaptation to different guide-way distances.)

Below, in the overview of the stage C, the swivelling arm is turned to the next higher guide-way and the groove guidance is transferred into the longitudinal direction and the cross pin, running in it, into the swivelling arm. (This could also be avoided by a telescopic construction of the swivelling arm.)

Whereas, at B, above, in the longitudinal section, the wheels of the middle portion and the stilt props (the swivelling arms are omitted for the distinctness) stand still over the rail edges with the flanges, they are let down loose to the guide-way, at C (see the overview) by a slightly straddling away of the stilt props (not shown).

The overview D shows in what a manner in two steps during the straddling back movement of the swivelling arms the vehicle is finally drawn near the higher guide-way.

It is not demonstrated that the stilt props are slightly lifted up to their lowering to the new guide-way

FIG. 39 shows, in a very schematic side view, at a scale of 1:4, in the row A the climb and in the row B the descent of a toy vehicle with stilts between a lower (in a drawn line) and an upper guide-way (drawn in a dashed line) whereby only one from the two rail of the guide-way is represented.

The rectangle marks the body of the vehicle which is surrounded in front and rearwards by stilts pairs with wheels, which stretch or spread, one of which spread horizontally and two vertically. With the signs a. b . . . h, the respective switching steps are stated for the vehicle movement vertically and horizontally to the rails (c. p. FIG. 45, 46); triangles signify the activated switching commands and the direction of it; the execution is shown in the respective picture following. The upper letter rows relate to the FIG. 43, 44, 86-88, the lower letter rows to that of the other figures and examples.

A Ascent

The vehicle is standing on the lower front guide-way and the control unit commands:

a′=raising of the cabin with wheels; a=stretching of the vertically swivelling stilts:

b=stretching of the horizontally swivelling stilts;

(c)=release of the supporting wheels over the upper guide-way; c=spreading of the vertically swivelling stilts:

d=spreading of the horizontally swivelling stilts; d′=lowering of the cabin with wheels (during the tightening of the springs by means of the motor transmission).

B Descent

The vehicle stands on the upper rear guide-way with the command:

b′=raising of the cabin with wheels; b=stretching of the horizontally swivelling stilts;

(a) release of the supporting wheels over the lower guide-way; a=stretching of the vertically swivelling stilts:

e=spreading of the horizontally swivelling stilts; (f)=release of the supporting wheels of the horizontally swivelling stilts; f=spreading of the vertically swivelling stilts; f′=lowering of the cabin with wheels (during the tightening of the springs by means of the motor transmission).

FIG. 40 shows a longitudinal section, at a scale of 2:1, through a vehicle standing on the lower guide-way. It consists of the housing (133), the motor (1) for the running drive with the motor axis (2); the power transfer to the wheels (102) is not shown. Because current in the railway and automotive engineering; besides the complete functional aggregate could originally be overtaken from a model railway (for instance of the company FLEISCHMANN, Nuremberg). The functions which are specific for the invention are operated from the auxiliary motor (50) driving on, over the transmission (32), a bevel-wheel (445) for its part engaging over the doubled bevel gear (446) which drives the perpendicular axis for the movement compound machineries (471,472) being the turning axis for the horizontally swivelling stilts (470). The doubled bevel gear also engages with the bevel-wheel (388) of the horizontal axis for the movement compound machineries (477,478,429) around which the stilts (469) swivel vertically. Only the vertical stilt pair in front is shown which spread once during wheel contact with the lower guide-way rail (22) and for the second time in a stretched position. Every vertical stilt has a hinged joint at its end and continues into a foot piece with projections ensuring their angle position towards the rail during the engagement to such. The jointed gip connection (475) couples the movement of the respective single stilt with that of the paired one on the same movement plane. The connection gip (476) for the horizontally swivelling stilt pair—of identical shape and function—is only hinted. The shock absorber (481) projecting from the hosing between the stilt legs is useful during the ascent in the movement stage a; is was drawn symbolically as a compression spring in the bow-shaped tube segment and once more drawn enlarged below.

Under the shock absorber, below in the middle, an overview towards a stilt end is shown with wheel and supporting wheel in rail contact; disc and supporting wheel lie on different radius in this variation to increase the working extent. The gip of the cross-tie (480) holds the disc in the distance from the last, bridging over the rail (see the longitudinal detail above).

The wedge coulisse (473), above, in the middle, serves to raise and lower the housing with the horizontally swivelling stilts on the movement stages b′ and f′ during the descent and is described nearer to FIG. 42.

The upper (482) and lower (483) cranks effect the stretching respectively to the spreading of the stilts around a movement radius of 60 degrees angle, demonstrated only for the vertically swivelling stilts (comp. FIG. 43). A cross-tie (480) is situated on each of the foot pieces of the vertically swivelling stilts and on each of the rectangular downwards-bent ends of the horizontal swivelling stilts, these cross-ties having a guidance of the square bars with one supporting wheel (25) at each near to the wheels (102) and the disc (487) above to secure the rail contact (see the cross-section and plan view details in the middle). The stretching movement of the vertically swivelling stilts may be restricted for the aim of the guide-way change on the same plane by means of the pull-out of the horizontal draw rod (559) by the disc for the taking a hold; the extent of the movement prevention could be hindered by means of several telescopic members. This possibility of choice is represented only for the alternative solution by means of a rope with hooks (577) or loops at the free top between the vertically swivelling stilt and a button row on the housing for the limitation of the rope length by means of the hooks or loops. Sliding contacts (484,485) to the horizontally swivelling (470) and to the vertically swivelling (469) stilts are drawn in at the electronic control unit or board computer (258) with wire connection there, mainly for the auxiliary motor (50). For example, the control unit stands with radio waves or infrared waves in contact toward a control unit (486) outside of the vehicle. The switch equipment and wire connection of the outer control unit to the rails (22, 23) was drawn in.

FIG. 41 shows, above, to the left, a cross-section, at a scale von 2:1, at the area of the horizontally (471,472,535) and vertically (477,478,479) operating movement compound machineries, through a vehicle according to FIG. 40 in the stage of the ascent or descent behalf mainly to demonstrate the function of the supporting wheel apparatus, which with the help of which it shall be possible to search of the rails during a climbing process and should prevent a tilting over of the vehicle by unequal load. The auxiliary motor (50) is horizontally mounted (comp. the plan view, below).

The vertically swivelling stilts let perceive an additional bend, on whose end the wheels being fitted. To the right, it was attempted to enable the recognition of a horizontally swivelling stilt in a half way through position. Auxiliary wheels engage under the outer rail edge, which prevents a lateral tilting of the vehicle. On the right side, the stilt with the cross axis and the wheels (102) is horizontally swivelled out a little. The draw rod (559) is visible to the left-side in the longitudinal section. Only the upper crack (482) is represented which connects two opposite stilts and the last sinks and spreads by means of the movement compound machinery (477).

To the right, with a rectangular cross-section, seen from the broadside, at a scale of 4:1, one of the slant positioned supporting wheel shafts (536) is drawn in the detail. The arresting slide (510) is recognizable in the shaft mount (549), the arresting slide being pressed into a slot of the supporting wheel shaft by the leaf spring (511). Between the upper shaft top and the shaft mount, the tension spring (509) is extended pulling the shaft downwards after the arresting slid with the supporting wheel on its end being drawn away by the rope.

In the middle under the cross-section to the left, at a scale of 2:1, two variations of the position and shape of the supporting wheel and its disc are shown during the avoidance of a permanent abrade contact with the rail surface.

To the right, at a scale of 4:1, two variations of an enlarged rail outside edge are demonstrated for a secured setting underneath the supporting wheel. The edge enlargement, above, links up with the rail surface, the lower one is set up from the surface in steps.

Quite to the left and quite to the right, at a scale of 2:1, in a cross-section, in relation to the rail (22) and to the overview to a vehicle is shown underneath.

One recognizes that the inclination of the supporting wheel shaft (536) to the left is too big because the disc (487) could find resistance on the rail (22) while it is sunk, as it is the case at the smaller inclination to the right. The constructive angles, drawn with dashed-dotted lines, reproduce the inclination of the supporting wheel axes. Altogether, when the angles are approximately adjusted, it results a tongue movement during the sinking of the vehicle after the lowering of the supporting wheels, so that the wheels (102) finally are steered upon the rails.

On the plan view of the vehicle, the base frame (560) is reproduced. It connects the vehicle axes with the wheels (102). The two disc diameters, to the left, reproduce neighbouring ones in respect to the level, the uppermost would touch anymore the rail; the discs to the right correspond to the upper and the lower in the projection position on the supporting wheel shaft. The last touches the rail surface and may serve as guiding means.

Rail clamps (581, cp. FIG. 41, below) under the cabin are additionally capable of alternatively being used to the supporting wheels (25) with shortened supporting wheel shaft which effect the placement of the wheels (102) on the rails. Under the overview, in a cross-section and to the right of that in a longitudinal section, the above mentioned is explicated as being fastened on the housing (133) and slightly spring biased downwards.

Because the stilts lined up the vehicle evenly by their rail seat only little lateral adjusting movements are necessary during the sinking of the vehicle to the rail. The movement compound machinery (535) with the worm thread (see the cross-section) serves the preferred method of the lowering of the base frame and the horizontally swivelling stilts as described to FIG. 44, 45 in greater detail.

In the middle of the sheet, in two cross-section details, at a scale of 1:1 is demonstrated in what manner also form variations of the discs and the angles of incidence to the rail are able to serve an avoidance of the permanent friction of the disc on the rail. The cross-section of the rail, at a scale 2:1, shows a enlarged outer edge or rim (488) which is capable of increasing the security of the undercut of the supporting wheel.

FIG. 42 brings the overview to a vehicle which goes about to climb over from a lower (22) to a higher (23) guide-way with a horizontal swivelling of the stilts in two stages (A, B). The scale is about of 1.4:1. The construction of the swivelling movements during retaining of the wheel axis position rectangular to the guide-way course by means of ropes is only shown to the right. One rope (dashed drawn) leads from the wheel axis end over the idler (490) near the swivelling axis to the plug (489); the second one (drawn with continued line) from the opposite wheel axis end over the idler (490) to the counter plug which is symmetrically attached at the housing. When the vertically swivelling stilt (470) is stretched the dashed drawn rope is shortened whereas the continued drawn rope is prolonged about the same extent so that the wheel axis keeps the desired position mediated by the cross-tie (480) during the turning of the former in a joint on the stilt end. In B, to the right, the detail of a arresting slide (594) is explained engaging to a long notch (552) in an excessively slant drawn supporting wheel shaft. The long notch and the arresting slide are drawn to the left at a scale of 2:1. One recognizes that the sliding tongue (hatched drawn) is pushed into the notch by a leaf spring against the rope behind to the right (dashed drawn). The long notch facilitates the supporting wheel shaft to be drawn upwards until the supporting wheel is able to pass the rail edge.

In A, above, to the right, a double arresting slide (561) is shown from which the lower would be to activate shortly before the lowering of the stilt; in the case that the friction powers through the weight displacement during the rail change are not sufficiently for the solution of a fixation in the upper arresting slide (as an alone one) as described before.

Below, to the right, as an alternative it is demonstrated in what kind of a tension on a collar of the stilt through a rod to a cone shell around the supporting wheel shaft is able to pull out the mount permitting that a tipping outwards of the supporting wheel and thereby a solution from the rail surface edge afterwards. The route of the sleeve is transferred to the stilt by the pin which projects the stilt from getting into a long slot of the sleeve.

FIG. 43 begins with the exhibition of the equipment and function of the movement compound machineries in types (a, c f) corresponding to the different tasks made of springing sheet metal (or plastic) in different functional stages, demonstrated in a lateral view, at about natural size. The kind of solution of FIGS. 43 and 44 seeks—in contrast to the following ones—a slightly to understand comprehension of the most important inventive features of the control of that stilt type. The tightening of the springs for the guide-way change immediately before the functional execution is advantageous without preferring the ascent or the descent with regard to the period. The Arabic letters to the singular lines mark the functional modes which are operated (cp. FIG. 39, the upper letter row).

Above, to the left, on a cross-section, at a scale of about 3:1, the tongue shaped operation means upon the discs are reproduced.

The upper row shows an arresting tongue (496) of an operation disc (493) before (A) and after (B) the insertion into an arresting gape (497) of the neighbouring mediator disc (492); this arresting tongue may be thrust aside from that gape by the moving past of the spring tensioning pawl (503).

The row underneath shows a sliding hump of the spring tensioning tongue (495) of a mediator disc (292), on steep flange of which the spring tensioning pawl (503) inserts moving from the right to the left the latter being driven by the driving axis and displacing the disc (see stage A).

At the stage B, the sliding contact hump of the spring tensioning tongue (495) was positioned over an arresting gape of the disc which lies underneath; it was urged into that arresting gape by the spring tensioning pawl the latter overhauling the former. The arresting tongue decreases hook-like; but the end of it gradually increases wedge-formed, so that a sliding effect is brought about only in the case when the spring sliding tongue is moved into the direction of its disc fastening, that means toward the hook.

The release scheme, radial extended, was also transferred to the discs in the side view, though at most only three release points are operated at each disc (marked as triangle in each case) by one or multiple release pawls, partially simultaneously—eventually on different planes, cp. FIG. 44, below—, partially one subsequent the other.

Segmental slots were let free on the side views, below, in natural size, only for the representation of the disc rotation and for the better discrimination of the mediator disc (492) which is drawn with dashed lines, from the operation disc (493), drawn with dashed-dotted lines.

The latter clings to the upright lamella (491) which props at the upper portion as circle segment bow below on the housing (cp. the cross-section FIG. 44, below). A tension spring (499) is chosen in each case, though the application of compression springs would be possible.

To bring about the ascent of the vehicle, according to FIG. 39, the tension springs of all movement compound machineries are tightened one after another in three stages of at least 60 degrees by one counter-clockwise turn of the spring tension pawl (503) almost around 180 degrees in the upper disc half. The release points between the operation disc (493) and the upright lamella (491) at a, b, c, d, are activated during the clockwise movement of the release pawl (504), the one between the mediator disc (492) and the operation disc (493) being triggered off by the release pawl (585). (Only these functions are drawn, which are operated in the respective movement compound machinery.)

At this variation, all the pawls, namely the spring tensioning pawl (503) the release pawl (504) and the release pawl (585), are concentrated in only one, standing at 3 o'clock during the exit position. The arresting points for the release of the coupling between mediator disc (492) and upright lamella (491) by the release pawl (503) lie nearly to the disc rim; the spring tensioning tongue (495) is moved an annular step inwardly (toward the rotation axis) drived by the spring tensioning pawl (503), the arresting gap in the mediator disc (492) for the coupling of the mediator disc (492) with the operation disc (493) moves a further annular step inwardly into the arresting tongue of the operation disc. The release of the latter ensues through the release pawl (585) which follows to the release pawl (504) for one switching step ((considered from a total functional standpoint). The last mentioned is valid for the functions, in which the operation disc must be arrest in its end position (a, b, c, e, f, g cp. FIG. 44, cross section A). The function d needs not an arresting; the function h has an exceptional position because the tension spring should and must be released only on the end of the cycle and at f.

At the end point of the spring tensioning, the spring tensioning tongue (495) makes away into a gap of the operation disc (493) so that the spring tension pawl (503) is not able to interfere with the release movements of spring tension tongue after the triggering off of a function (see FIG. 44, cross-section A).

After the springs are completely tightened and a functional cycle is performed, electric contact closing by the contact pins (484,485, FIG. 40) is sent to the control unit (467, FIG. 42) for the disconnection ore pole change of the auxiliary motor. The release scheme, radial extending, was also transferred to the discs on the overview through only two release points are operated by the release pawls at each disc (in each case marked by the arrow point at the end of the bow line which accompanies the sector movement of the pawls). The tension spring (499) is clamped between the turning mount (544) on the housing and a such mount (605) on the mediator disc (492).

The upper both rows relate from the stages A-C to the ascent of a vehicle in the functions a and b, that means with stilt stretching. Though the discs rotate free around their axes, the pawls are driven by the axis which is rotated by the bevel gears (cp. the cross-section A, FIG. 44, below). The spring tensioning pawl (503) in the upper circle half between 3 and 9 o'clock drives with the spring tensioning tongue (495); the release function occurs by the clockwise pawl movement from 9 to 3 o'clock. In the representation, the spring tensioning way for a is laid upon the first third of the total spring tensioning way (see the arrow with continuous line); more favourable, this stage may be transferred to the last third because the tension spring for a is especially strong and because the spring tensioning ways partially likewise overlap (in the different movement compound machineries). The sector movement of the operation disc, demonstrated by bows with arrow with dashed-dotted lines, was executed during the preceding function d or f by the cam motion of the crank and leads on all movement compound machineries of this functional types to the arresting in exit position.

The arrow drawn with dash-dotted lines passes for the way of the arresting tongue of the mediator disc into the arresting gap of the upright lamella; the way lined by the spring tensioning pawl of the mediator disc is drawn with a continuing line and arrow; the way of the arresting gap of the mediator disc into the arresting tongue of the operation disc is marked with dashed line and arrow.

Starting from the stage A, the spring tensioning pawl (503) has passed already the arresting gap of the operation disc and therewith the spring sliding tongue on the mediator disc at the stage B. The tension spring inserts to the latter, but is not able to be effective for the drive because the arresting gape of the mediator disc has reached the arresting tongue of the operation disc which, on his part, is fixed at a with her arresting tongue of the operation disc in the arresting gap of the upright lamella (491).

At C, the release pawl (504) reaches the arresting point, when turning in a clockwise direction. As a result the arresting tongue of the operation disc is pushed away out of the upright lamella and the tension spring with the mediator disc also turns the coupled operation disc and its cam (592) clockwise stretching the stilt downwards by pressure to the upper crank (482). First during triggering off of b, which serves the stretching of horizontal swivelling stilts, the release pawl (585) pushes the arresting tongue away between the discs and freezes the movement of the operation disc.

FIGS. A-D below present a solution for the functions c and e/d; in other words: for the stilt spreading. With later examples, thereby a swivelling of a projecting strap with the tension spring is necessary. Based on the example which is represented here this is done by a vertical sliding rail along which a horizontal telescopic rail is connected with its left end with a rotation bolt (686) on the mediator disc. The right end is fastened on the operation disc by means of the rotation bolt (687). As the space conditions require, also two perpendicular sliding rail could be applied for framing the discs. Another mechanism and function resemble extensively the one explained by a and b. The operation radius and the effective spring stretch were amplified for about 30 degrees for the function (c), at function c, after the release of the spring, in a initial distance, to trigger off first the arresting slides (510, cp. FIG. 41) for the shafts of the supporting wheels according to function (c). Segmental slot guidance between both discs with the driving pin (567) exists thereto for operating the precursor distance without a drive of the stilt activating thereby the small crank lever (see FIG. 50, 364).

At the stage A, the horizontal telescopic rail stands above the rotation axis; the tension spring (499) is still relaxed, the pawls stand in the exit position.

At the stage B, the spring tension pawl (503) turned the mediator disc through influencing the spring tensioning tongue (495) around 90 degrees along the sector distance which is indicated by the drawn-out line.

The arresting gape on the mediator disc was thereby rotated at d into the appertaining arresting tongue (496) on the operation disc. The movement coupling over the rail cross, which was just described, suppressed the cam of the operation disc with the former into the exit position and arrested its arresting tongue with the upright lamella (491) at c.

The stage C corresponds to the stage B except for the sinking of the tilt to the cam which stands already below and to the running on of the pawls to the arresting point a for the triggering off.

At the stage D, with the release at c, the mediator disk is turned back counter-clockwise around 90 degrees by the influence of the big tension spring. The rotation bolt (686) was also lifted with the rotation bolt (687) on the rail cross through the mediator disc and the operation disc was turned counter-clockwise and the stilt was lifted again into the horizontal line through the cam.

At E, a leverage with a beam is drawn—further details are omitted—at whose ends a movement reversal is brought about. The movement reversal is operated in same manner through respective one bar toward the mediator disc and one in opposite direction to the operation disc; the function of the rail cross could be overtaken in this way.

For the descent of the vehicle according to FIG. 44, the spring tensioning pawl moves clockwise and therewith on the lower disc half, while the releases are effectuated with the reverse rotation direction.

Above and in the middle, plan views are given at a about natural size. The respective cross-section for the functions, at a scale 2:1, is represented likewise below under A.

Thereby it is dealt with a representation in reflected images compared with those on FIG. 43 and with respectively analogue and side reversed run down.

First e and f is triggered off by a different movement compound machinery by the release pawl (504) (cp. the cross-section A, above) and finally h by the release pawl (504) between the operation disc with tension spring and the upright lamella (491), The function e′ precedes the function e on the descent—not represented—, the latter corresponding in the reflected images to the function a on the ascent, but being fitted with a weaker tension spring. The function e′ is represented below, to the right, at a scale of 1:2, in plan views of the stages A-C through the function controlling discs.

First, beginning above, to the right, on the functional stages A-C, at a natural size, the function f is represented. The spring tightening occurs clockwise, the release counter clockwise.

To operate the function e′, the movement compound machinery has an operation disc (493), without spring, with a spring tensioning tongue (495) to which an arresting gap on the upright lamella (491) corresponds (cp. FIG. 88, the lying cross-section underneath the middle, or FIG. 56, to the right, the outermost variation, but without tension spring) and a (spring tensioning) pawl being effective only during its counter clockwise rotation.

At the stage B, the spring tensioning pawl (503) has reached the spring tensioning tongue (without spring, but with the same construction); at the stage C, it has rotated the latter and the operation disc around 60 degrees. The rotation is transferred through the right connection pin (574) either to the wedged segments (473, see FIG. 51, above), or over an angle bar guidance or at a suitable place through the bevel wheels (468, see FIG. 40) to the worm thread (535, see FIG. 52, below); the vehicle wheels are lifted from the rails in this way (see stage C).

The reverse movement into the exit position ensues over an angle bar (608) with running up of the tension tightening of the operation disc for the function c whereby the vehicle wheels are suppressed again. The locking according to the level in the end positions ensues through a Z-groove guiding of the worm (see the projected detail underneath the worm). The outlines of the mentioned movement portions are sketched below in a longitudinal section, at a natural size. The release point b′ has, naturally, no function because the function is initiated with the spring tensioning movement, i.e. with the motor activation for the vehicle descent. The movement transfer from the movement compound machinery upwards to the worm—the outer threaded portion being fixed on the housing by the connecting arm (563)—should be led over a central rod and shell through a central bore in the vertical bevel gear axis. The connection pin (574) and the angle bar (608) serve only for the clarification of the function.

The movement compound machinery h, as it is treated subsequent to f in a side view, consists of an operation disc with driving tongue (447) and an arresting gape on the upright lamella (491, see cross-section A) at f and the overhaul pawl (447) which opens solely when turning counter clockwise. (Other overhaul pawls are described on FIG. 56 and FIG. 88, below, on both sides). This compensation for the function c has the task to balance with the weight of the sinking vehicle. At the stage A, already proceeds from stretched stilts and tightened strong tension spring, which can be reached with each descent manoeuvre or by a manual support during the first ascent. The operation disc which is arrested with the upright lamella at f is triggered off at f in the stage B by the pawl on the reverse way during the clockwise rotation of the arresting tongue by the closed overhaul pawl (542). It is done during the counter clockwise movement around 90 degrees for the tightening of the springs of other movement compound machineries. The whistling down cam and vertical stilts counteract the fall movement; the tension spring is subsequently increasingly tightened again by the weight of the sinking vehicle until the arresting of the arresting tongue of the operation disc at f. Herewith the stage A is reached again.

For the upper row A-C for the function b, it should be added, that a phase of 30 degrees was installed for the function (a) to turn the small crank lever (cp. FIG. 50,364) and hereby to solve the arresting slides (510, 594) by the tension and herewith to let down the supporting wheel shafts on the stilts. The necessary clearance for the turning of the mediator disc, before the operation disc is driven with, lets the driving pin (567) in the bow slot of the mediator disc. The spring tensioning pawl turns and works half in the lower circle during the counter clockwise rotation (see the drawn bow with arrow for the marking). The arresting tongue on the operation disc engages at b into the gape of the segment shaped upright lamella (see the dashed-dotted bow with arrow) after the spring was tightened. The gape of the mediator disc engages at e into the arresting tongue of the operation disc to be freed there during the next function cycle (see the dashed bow with arrow).

The cross-section below already counts as an alternative arrangement according to the principle for the spreading functions c, d, in respect to e, as it is explained in the subsequent examples, about FIG. 45 in the second row. The following solution variation may be understood already solely from the cross-section B in connection with the hitherto reported and the figures of the subsequent examples. The end of the tension spring (499) thereby needs to be connected to the operation disc through a rotating mount where a tension is produced between both discs after tightening of the other end of the spring at the mount of the mediator disc by the counter clockwise rotation of the latter, while the operation disc (493) is locked at the halt (519, see above, to the left, under A). The mediator disc (492) is rotated by the spring tensioning pawl (503) up to the stage of its locking of conducted arresting gape in the spring tongue of the upright lamella (494) exactly at the place of the desired function triggering off. Afterwards the cam of the operation disc is sunk during the preceding stretching function, whose arresting tongue is locked in the arresting gape at the place of the subsequent function triggering off. When the arresting of the mediator disc with the upright lamella (494) is solved by the release pawl (506), the tension spring turns with the mediator disc also the operation disc, the stilts are spread there.

The release pawl (504) overruns the point of the disc locking during the rotation of the spring tensioning pawl for the next function. For an action radius of over 60 degrees it is necessary to additionally application a weak resetting spring (572) on the mediator disc.

The additional spring tensioning pawl (586) to the left is of importance only in the subsequent examples e.g. for the tightening of a tension spring which is fastened on the operation disc.

In the subsequent cases, the tension springs of all movement compound machineries are tightened in a sole swivelling of the spring tensioning pawl from 15:00 to 9:00 in the upper circle half while the release movements ensue in the lower circle half, in counter clockwise rotation for the ascent and in clockwise rotation for the descent of the vehicle.

The related movement compound machineries may be used for the ascent and the descent by the application of several release pawls, two of which (that will say 593 and 594) embrace the release points a and b, an in FIGS. 40 and 41 still presupposed, but in a broader construction (cp. the cross-sections FIG. 45, 49, 48, 56). The pawls mesh in a plurality of different planes. The high number of movement compound machineries may be optimally installed onto a vehicle construction with two separated movement centres for the stilts (cp. FIG. 53, longitudinal section, above).

FIG. 45 brings an explanation of the fitting and function of the movement compound machineries in the types respective to the different tasks by means of spring sheet metal discs (or such of plastic material) in different functional stages as FIG. 43, 44 shows; however the tightening of all springs for the disc movement ensues by a sole counter clockwise motion of the spring tension pawl, though the release pawls turn counter clockwise for the ascent and clockwise for the descent of the vehicle.

Above, to the left, at a scale of approximately 3:1, the tongue-shaped operations means of the discs are reproduced. The upper row shows the arresting tongue (496) in a mediator disc (492) before (A) and after (B) the engagement into the gap of the neighbouring disc or upright lamina out which they are able to be displaced by the moving pass of the spring tension pawl (503, see underneath).

The row under it shows a sliding contact hump of the spring tensioning tongue (495) of the mediator disc (492) at the steep edge of which the spring tension pawl (503) engages, rotating counter clockwise, and displaces the disc (stage A). In stage B, the slide contact hump of the spring tensioning tongue (495) comes to lie over a gap of the disc which is placed under it being displaced into the gap by the spring tension pawl which passes it in this manner.

To the right, a functional diagram in the form of a roll-out is given relating to the activation of three release pawls (504, 505, 506), here drawn as cross-rungs whereby the disc gaps into which the arresting tongues engage are symbolized by circles; the rectangular little cases indicate vacant places.

To effect the ascent of the vehicle according to FIG. 39, the meshes at a and at b are operated one after another by the release pawl (504), afterwards c and d by the release pawl (505).

For the descent of the vehicle, first, b and a the release pawl (505) are released, finally e (=d) and f by the release pawl (506).

The release diagram was transferred running radial, also to the discs in an overview though solely three biggest release points (on different planes, cp. FIG. 47, above) are activated at each disc (in each case marked by a triangle), partially one after another through one or several release pawls. Only for the demonstration of the disc turning, segment slots are let free, and the operation disc (493) was drawn with dashed-dotted lines for a better discrimination from the mediator disc which is drawn with dashed lines. The operation disc clings to the upright lamella (491) whereas the mediator disc follows to the upright lamella (494, comp FIG. 47, above). A tension spring (499), in each case, was chosen here as driving means although the application of compression springs would also be possible. The fastening of the tension spring is transferred to an elongated projecting ledge (502) of a disc to reach a minor rate of rise during the spring tightening by the prolongation of the spring way. The spring tension path for different movement compound machineries are allocated to three stages of 60 degrees each which follows one after another, lying on different radii—only for a better representation!—enabling to overlap a little in this way. The spring tightening ensues in this example on the first 60 degree stage by the spring tension pawl (572), the release is brought about by two double pairs of release pawls opposite each other in two planes, vertically and in two horizontal planes (not shown), for the rise of the vehicle in counter clockwise movement, for the descent in a clockwise movement. The driving pins (508 respectively 591, see the tipped cross-section) in the bent sector slot (507) of the transport disc (589) respectively the bent guidance slot (588) in the semicircular enlarged base of the mediator pawl effects the drive of the spring tension pawl only if the driving pin, moved from the rotation axis, (520 in each case) stands at the end of the slot.

In such a manner, release movements are able to be effected, mainly at the descent, without an impediment of the spring detention, or spring tension movements by spring tension pawls in the meantime. The movement of the release pawls is either coupled directly with the rotation axis movement, or transferred through one pin in each case engaging in one bent slot (584) to release pawls by the rotation axis (cp. the cross-section, to the right, below, into which both systems of spring tension pawls are drawn, but only one of which being necessary in each case, if at all a slot guidance is chosen).

The cam (592, cp. FIG. 41) which works to the respective crank (482,483) for the stilt movement was not drawn in asunder from that for the sake of simplification. On the cross-section, below, to the right, (at a scale of 2:1), the bent slot (575) is perceptible in the disc with the release pawls. A pin escaping from the circumferential sleeve, which is turned by the rotation axis, projects horseshoe-like into the bent slot. This device lies, symmetrically fitted, on both sides of the transport disc 589) for the release of a common swivelling movement of the release pawls (503, 504, 505, 585).

Electric contact closing is signalled to the control unit (467, FIG. 40)—after the complete spring tightening uppermost row second last image) and after a functional cycle finished (controlled by the contact pins 583, 584 FIG. 40)—and caused the pole-changing of the auxiliary motor, it depends on the command for a vehicle rise or descent and secures before the spring tightening of all movement compound machineries. Further signal contacts may be suitably accessible.

In the upper row for the application for function a (in a side view)—for b it would be an overview—, the cam (592, second image from the left) and also the discs, together with the tension spring (499 which is especially strong for the function a, were tipped around 60 degrees by the lifting of the stilt into the horizontal exit position at the end of the proceeding function. The tension spring is stretched between the spring mount (590) on the operation disc (493) and an equal mount (605) on the mediator disc (492). The spring tension movement is operated by the spring tension pawl (586) through the drive of the operation disc at its spring slide tongue by the movement transfer from the driving pin (591) in the bent guidance slot (588); the counter clockwise driving rotation of the operation disc (493) is limited by the housing stop (519) for the mediator disc (492). The spring tensioning tongue (451) of the operation disc lies, when clockwise movement turned, around 60 degrees angle before the appropriate arresting gap (497) of the mediator disc.

The tension spring (499) is released just as it is done with the weak tension spring (572) between the fixing ear (582) on the housing and the fixing butt (573, first image from to left). The arresting tongue (501) of the operation disc reaches the gap (497) of the mediator disc at later release point b; this is effected after the turning of the operation disc during the spring tightening by the spring tension pawl (586) in the first phase of the total spring tension movement; the strong tension spring and the weak resetting tension spring are tightened thereby (see the second image from the left).

The strong tension spring is maintained by the locking between the discs when both the discs are rotated and the cam (592) is brought in contact with the rank of the stilt by the contraction of the weak resetting tension spring. Finally, the mediator disc is interlocked with the upright lamella (494) at a (see the third image). The release point row, drawn for the survey, was also swivelled and the arresting point (see the triangle) between the discs now lies at a and is just reached by the first release pawl (504).

The operation disc is now rotated clockwise by the strong tension spring and thereby drives with the stilt downwards (see the fourth image). The representation of the upper row serves for the representation of the incompleteness of the concept explanation, because the release stops especially at a and b are prematurely released during the swivelling back movement. The supplements are presented in the second row and in the alternative solution of an override clutch (see FIG. 46 and FIG. 49 in the middle). A corresponding method is valid for the spreading of the horizontal stilts by release at b. The release pawls (504, 505, 506, 449) contrary to the arresting between the operation disc and the upright lamella trigger off also the arresting between both disc by the pushing away of the arresting tongue (501) of the operation disc out of the arresting gap of the mediator disc (see on the cross-section below).

The second row is decided for the movement compound machineries for the spreading of the stilt (in the stages c, d, e). The tension spring (499) is fastened in this case with the mediator disc (492) by means of the mount (605) and with the operation disc by means of mount (590) and all revolving portions are counter clockwise displaced again in their exit position. The bearing of the tension spring on the projecting ledge (502) to achieve its lengthening is valid for its fastening on all discs (see the first image). Instead of the guiding slots for the driving pins of the spring tension pawls, the shorter bent slot (575) in the mediator disc is her drawn, into which the driving pin for the release pawls (504, 505, 506, 449) engages. The elastic driving tongues (593) which may exist in a majority provide the movement coupling between discs and release pawls during the tipping movement to avoid a premature stop release. The number of spring tensioning tongues and the arresting tongues could also be augmented with the appropriate pawls—equally distributed over the circumference—together for a better distribution of the load toward the disc, Thinner discs could be applied in this manner space saving.

The locking of the mediator disc with the upright lamella (494) was released exactly with function b. The operation disc with its cam is fixed by the stop (519) for the crank and stilt (both are not separately demonstrated) during the spring tightening for the function c while the mediator disc (492) is counter clockwise driven at the corresponding spring tensioning tongue (495) by the spring tension pawl (503) in the second stage of the total spring tension movement (see the second image). The pawls are outlined twice to indicate their functional possibility in different drawings planes. The locking of both discs ensues in the arresting gap of the mediator disc at the later release point d; the mediator disc is locked with the upright lamella (494) at c after the tilting back caused by the sinking of the stilts in function a (see the third image). The operation disc is rotated counter clockwise by the tension spring and drives there the stilt with spreading after the locking between the movable discs is triggered off at c by the second release pawl (505).

The functions d and e run correspondingly. The device for the driving with of the arresting pawls during the disc tilting may be omitted with the favoured arrangement of the release stops and the feature of their arresting pawls according to FIG. 6 to c, d, e because a premature release is not to apprehend.

In the third row, quite to the right, a possibility is demonstrated that the functionally identical stages d and e operate with single movement compound machinery. The release point d is reached in the 7^(th) and last switching position by a counter clockwise turning (also on the vehicle rise). By the descent with clockwise release pawl turning, the pawl (505) triggers first b and a, then the release pawl (506) reaches e which is identical with d; finally, the release pawl (449) reaches the release point f, while the release pawl (506) takes an idling position between d and c. The remaining drawings including the functional diagram, above, to the right, come from that separated movement compound machineries and for d and e as well as the diagram described assumes that b′ and b are released together which renders the solution of the supporting wheels from the rails more difficult.

The third row from above describes under b′ the mechanism for the rise of the base frame with wheels (102) contrary to the horizontally swivelling stilts before the descent (cp. FIGS. 51 and 52). The spring tightening on the operation disc—a mediator disc is not necessary—ensues in the last third of the total tension movement of the spring tension pawl (see the first image). The left end of the tension spring with the mount (605) is thereby fitted on the mediator disc, the right one swivelling outside on a mount (560) at the housing. The connection pin (574) leads to the worm thread (cp. FIG. 52, 535) which is turned counter clockwise with the pin movement in the last third of the spring tightening movement while the tension spring is tightened. This happens in stage f′ to the close of the descent by activation of the auxiliary motor for the tightening of all tension springs. A locking between operation disc and upright lamella (491, see the second image) ensues thereby at b what is effected under vehicle sink (see the third image). At the beginning of the descent, b′ is triggered off shortly before b (to the short movement advance, cp. FIG. 9, below, FIG. 10, above). The spring tension movement may be brought about through the spring tension pawl (503).

The fourth row shows at f the process of springing of the stilt spreading in the vertical line at the vehicle suppression during the descent. Again, a mediator disc is not necessary; the tension spring is stretched between the outer housing mount (560) and the mount (590) on the operation disc. A drive from the auxiliary motor does not take place. The tension spring first must be tightened while the crank is positioned over the horizontally stretched stilt (see the first image). For that, the vehicle needs to be started before a descent or slightly supported by the hand during the ascent. The arresting tongue (496) of the operation disc travels into the gap in the upright lamella (491) with the tightening of the tension spring (see the second image). When the locking at f is released by the pawl (506) while rotating clockwise, the operation disc is turned clockwise with spring release and the cam and herewith the crank strikes against the stretching stilt which on his part tightens again the tension spring until its locking (see the third image).

Below, to the right, at a scale of 2:1, tipped around 90 degrees, a cross-section through the disc arrangement both of the first and of the second row is represented. Mediator disc (492) and operation disc (493) are as totally hatched drawn, the upright lamellas (491,494) and the spring tension pawls (503, 586) and the release pawl (504) is presented without hatching. The tension spring (499) is cut.

The driving pin (508) angularly reaches, driven from the rotation axis (520) by the auxiliary motor, the bent sector slot (507) of a rotation sleeve with the spring tension pawl (503). Above and below, respectively a further bent guiding pin projects from a collar which is coupled with the rotation axis; these pins penetrating into the bent slots (575) of the release pawls which enable those tipping movements before and after the spring tightening. The triangles symbolize the arresting springs.

FIG. 46 offers an alternative solution to the task of the first row of the FIG. 45; this is also done in a side view in nearly natural size. The pivoting mount (544) for the tension spring is fastened at the housing analogue to FIG. 45 b′ and f; the counter mount (605) lies outside on the mediator disc (492, see the first image, uppermost row). After the counter clockwise spring tightening movement of the latter by the spring tension component of the pawl (503) the locking with the operation disc takes place at b. At the same time, the mediator disc is fixed at a by locking with the upright lamella (494, see the second image). After release of the mediator disc at a by the release pawl, the mediator disc and operation disc rotate clockwise and its cam (not shown) takes the upper crank (482) and therewith the vertical swivelling stilt downwards by the mediation of the upper crank (here not shown, see the third image). The rise of the stilt into the horizontal exit position—also the cam and herewith the operation disc is turned back thereby—the locking between the mediator disc and the operation disc ensues by the lower crank in function c under operation of an overhaul mechanism as it is developed e.g. in the diagram underneath at a scale of 2:1. A corresponding method is valid for the function b.

The preferred feature of the release pawl (504) with an inner bridged trough (602) permits the crossing of b′ without release during the counter clockwise rotation; the outer bridged trough (498) of the release pawl (505) renders possible to cross f without release.

The bridged troughs are shown separately on the cross-section detail, to the right, and enlarged to a scale of 2:1, in the middle, to the right. The release pawl (504) first triggers the function a during the vehicle ascent that means clockwise rotating then b; then the release pawl (505) reaches c and d, both releasing subsequently. During the clockwise movement for the descent of the vehicle, the release pawl (504) does not trigger off at b and a because the bridged trough (602). Against that, the release pawl (505) reaches triggering off b′ and subsequently b and a. The release pawl (506) triggers then d, e and finally f. Because of the bridged trough (498) beneath the release pawl (505) and the trigger point e are more centrally arranged, the latter is able to be reached first by the release pawl (506). With a further rotation until together 360 degrees during the ascent and after direction change after the descent, the tension springs are tightened and the exit position of the pawls is restored.

The second row from above corresponds to the function c, which corresponds to an side view. Before the spring tightening, a swivelling of the discs by the driving with of the stilt is here preferably avoided. The “lower” (right) crank and herewith also the cam may be yet situated about 60 degrees “below” in the exit position of the horizontally swivelling stilt without hindering the preceding function a. The tension spring is stretched between both discs without tension (see the first image). The mediator disc is turned by the spring tension pawl, the tension spring is tightened and both discs are coupled together at c (see the second image). After the run-off of the function a the operation disc was locked with the upright lamella (491) and the mediator disc was fixed on the upright lamella (494) at d; the stilt rotates downwards and contacts with the cam of the operation disc (see the third image).

After the counter clockwise turning of the release pawl (505) to c, the locking of the operation disc with the upright lamella (494) as well as the locking of both discs are released; the tension spring is detent, thereby counter clockwise rotating the operation disc whose locking at the upright lamella (491) was released at c, the cam stretching the stilt upwards into the horizontal line (see the fourth image).

The schematic graph in the stage A-E underneath corresponds, at a scale of 2:1, to an auxiliary device for the device of the first row above and demonstrates a overhaul mechanism for the cam of the operation disc corresponding to the upper row functions a, b. The slide, free swivelling around its rotation axis, with its outer cover sleeve (595) the head-piece (596) with a shoved up wedged enlargement at its end, serves as mediator member between the cam (592) and the vertically swivelling tilt (469). A wire worm (598) escaping from the axis in the cover sleeve projecting to the head-piece serves as mount for the latter and simultaneously as biasing spring (598). On the stage A, the head-piece is pressed down with the clockwise rotation of the operation disc by the cam (592) which lies on the surface edge of the wedge and hereby drives the upper crank, which lies at the wedge under side, and the stilt. An upper cross-tie inside the head-piece clings to the upper head-piece edge and prevents a dislocation of the head-piece in the direction to the rotation axis.

Under stage A, the end of the swivelling operation is also demonstrated, whereby the crank is retained by an outer obstacle and the lower wedge slant pushes against the firm roll (597). The head-piece is thereby aligned in its position to the cover sleeve, so as the cross-tie does not prevents the displacement of the head-piece toward the rotation axis any more. The head-piece is urged back by the pressure of the cam to the upper wedge slant.

Under stage B, the swivelling movement of the upper crank is let free by the head-piece. Under stage C, the stilt and the upper crank is conducted back into the horizontal line by influence of the lower crank of movement compound machinery. The cam has overcome the head-piece and clings to the lower wedge slant.

Under stage D, the cam counter clockwise lifts the mediator member during the tension spring being tightened. The reaching of the horizontal line by the stilt is also shown. Under stage E, the cam—shortly urging back the head-piece toward the axis (not shown)—has again reached the position on the upper wedge flange in a stroke a somewhat above of the spring tension movement for the operation disc.

To the right, two cross-sections are reproduced through the head-piece and the cover sleeve, the first nearer to the axis the second farther from the axis, to demonstrate the wedge enlargement on the end of the head-piece.

Completely below, to the right, to the left in a longitudinal section underneath, in a side view and to the right in a cross-section, at a scale of 2:1, the detail of a release stop is reproduced for the functional run. A little hammer (599) of synthetic material (e.g. of DELRIN) which projects through the rectangular window which lies over it mediator disc (492) is born on the cut out and downward in the angle bent tongue (601) of the operation disc around a jutting out axis tilting at the left end. Lateral tangs (603) whose ends are bent upwards form a counter mount to the right for the little hammer. The lateral walls of the trough are, in the lateral view, below, (first working as an overview), built each from a seam (600) as they are formed after the cutting out of broad piece of material (the cutting edges are drawn with dashed-dotted lines). The window edge clings to the left hammer slant while the operation disc has a movement tendency to the right in the arrow direction after the spring being tightened. Because the counter clockwise displacement of the release pawl (503), the left hammer slant is urged downward against the spring tongue and releases the movement of the operation disc. The replacement of the arresting tongue by a little hammer may be necessary especially for the functions a and f to define more exact the breaking off the angles of the release means against the strong spring powers. Instead of the folding of the trough for the little hammer it would be worth the money to punch, or to cast such a plate or plastic and to stick or solder it up to the disc.

FIG. 47 essentially relates to FIG. 46 with a side view in nearly natural size to discs of the different movement compound machineries in different functional positions; but the tension springs are displaced by torsion springs. Although, a spring tension way of a half circle circumference is drawn for the functional stages a-e of each movement compound machineries, which would remain every time for a new production of the spring pre-tightening and a waste of power at an operation radius of 60 degrees. One will also limit the spring tension ways and distribute them by stages into three areas of 60 degrees as to FIG. 5. The spring tension proportions correspond then to these which are explained on the last row for the function f.

In the upper row, the fastening bar (515) which projects form the housing into the movement compound machinery corresponds as a spring end to the mount (560) for the tension spring in FIG. 45. The pin (517) holds the final loop of the spring on the mediator disc (492). The locking corresponds in all rows to that ascribed to FIG. 5. In the middle row, to the right, a rolled up representation of the release diagram is reproduced analogue to that of the FIG. 45 whereby the rungs correspond to the three release pawls and the arresting points was augmented by b′. Both longer release pawls (see the side view to the left of the diagram) are capable of influencing the locking of f. The exit position of the pawls is also to produce by each 180 degree swivelling.

In the upper row, the outer spring end was moved counter clockwise with the mediator disc and both discs were coupled at b and the operation disc was arrested on the upright lamella (491); the rotation after the release ensues clockwise. In the row underneath, the spring ends lie onto both discs (see the first image). The spring end on the mediator disc, which rests nearer to the driving axis, is counter clockwise rotated, during the spring tightening, until the coupling of both discs at c (see the second image). The stilt stretching drives the cam of the operation disc downward with the function a, the operation disc as well being arrested thereby with the upright lamella (491) at c as the mediator disc with the upright lamella (494) at d (see the third image). After the release at c by the release pawl (505) the operation disc turns clockwise with the outer spring loop (516) and spreads the stilt (see the fourth image).

The functions b′ and f, which both are treated with the lower rows, are slightly to understand out of the earlier described.

FIG. 48 shows, above, at a scale of 2:1, two cross-sections through a movement compound machinery, at A in the condition of the influencing spring tension pawls, at B in a such of the switched off pawls. As a drive, perhaps for the function a, works the torsion spring (513) between the fastening bar (515) near to the axis and the mediator disc (492). The locking between the discs respectively between one disc and one upright lamella are symbolized as triangles. The spring tension pawls (503, 586)—one of both is only necessary for each functional type—are fitted on two separated axis bushes (516, 518) which are revolving around the rotation axis (520) and cross sliding to that through pins which stand in connection with the outer axis cylinder (528) through the slot along the rotation axis. The latter is turned from the driving hook (525) which is driven from the oval eccentric disc (523) which slides cross to the axis during the turning of the rotation axis. The driving lever (529) which is turned about 180 degrees seats on the outer axis cylinder and pushes against the oval eccentric disc (526) which is not sliding cross to the axis. The oval eccentric disc which slides cross to the axis is urged against the leaf spring (524) upwards by the impact coulisse (522).

The functional mechanism is explained under the cross-section in overview in the functional stages A-D. At the stage A, the cross to the axis sliding eccentric disc urges ahead the driving hook so that it comes to rest, at the stage B, in front of the impact coulisse which urges away the eccentric disc from the latter tightening thereby the compression spring clinging on to the other half of the eccentric disc as the driving hook The driving lever lies also at the opposite side (the functional connection of both is symbolized by a rectangle). At the stage C, the oval eccentric disc is ascertainable which is sliding on the square axis (527) across to it with the right end in projection over the driving lever. The later is transported first again from the eccentric disc (526) with does not slide cross to the axis (see also the longitudinal section detail under C) and it is turned when the latter reaches it together with the cross to the axis sliding eccentric disc after the stage D. The transport of the spring tension pawls does also not happen during the rotation axis turning with the turning of the eccentric discs in the lower circle half (during the release function).

In the longitudinal section, above, the locks, symbolized by triangles, between the discs are held together in contact by the upright lamella (491) and the upright lamella (494) which here is unshaped. Although the spring tension pawl (503) and (586) are urged away from the discs (492,493) and thereby from the locks by leaf springs (530, see the detail between A and B, below). This is the case, at the stage B, to the right, while, at the stage A, the pressure of the rotation axis pins (443) towards the terminal caps (521) which are secured against turning and connected with the housing, presses the pawls against the discs. The cap breadth of the upper half changes is, that is to say, on a lower level at the lower half. The spreading is performed only to the right for the solution of the task according to FIG. 46 and FIG. 47 and locked to the left; for the purpose according to FIG. 5, function A, one locks to the right; the axis bush is firmly fastened with the rotation axis and prevented against a dislocation in this manner at the respective other half; the respective leaf springs (530) are omitted. The device permits release movements of release pawls on the lower functional half circle without functional obstructions in the upper functional half circle by spring tension pawls. In the represented case, nevertheless, also the release pawls would be switched off at B; to avoid that, the spreading movement should be extended to the spring tension pawl (586) which is described in FIG. 45, below, to the right and varied in FIG. 88, below to the right.

Quite above, on the longitudinal section A, two braking screws (606) are shown, whose shaft end is arranged against the outer edge of the operation disc. A gum cap is pushed open to the end of the left braking screw which projects against a profile tape of the operation disc. (A piece of profile tape with variable surface interruptions is drawn enlarged to the left.)

On the longitudinal section B, the surface interruption is situated on the end of the operation disc (here e.g. enlarged drawn to the left). An elastic strip is stretched out above between two braking screws with fixed standing guidance. In both cases, the pressure of the elastic material toward the irregularities of the surface of the operation disc may be altered and its rotation speed influenced herewith.

FIG. 49 returns in the stages A-C to the function c using a torsion spring as tension spring as at FIG. 47. The torsion spring is stretched between both discs. The tightening movement and the working radius are extent to about 80 degrees whereby the first 20 degrees fall to the release movement (c) of the arresting slides on the vertical stilts under forward movement of the cam. This forward movement is rendered possible through the hooked driving pin (567) in the guidance slot (568) of the operation disc, this pin being driving with by the rotation axis. At the vehicle ascent, this release movement is inconsiderable because the vehicle, indeed, lifts off from the rails first after that at a.

For the release movement, the cam of the operation disc engages at the angle of a leaf spring in the guiding collar (532) and pushes them downwards by the release stretch; this tension movement is transferred to the four arresting slides through the Bowden wires (557). The leaf spring escapes from the edge of the cam at the end of the tension stretch and is overhauled by them. The wedge slant on the top side of the cam urges the leaf spring angle and overhauls it again to the horizontal exit position. The latter was here drawn identically with the stilt position for the simplification, but, of course, it lies higher. The driving with the releasing leaf spring could be enabled also by the upper rank. The small cross-section, to the right of the guiding bush (556) denotes the leaf spring feature. To the right from that, a springing back rocking lever for the same function is indicated as alternative solution. The resetting of the leaf spring takes place by the leaf springs on the arresting slides (594). One of these is shown quite below in a plan view and, to the right underneath, at a scale of 2:1, even such an engaging to a supporting wheel shaft (536) over the supporting wheel.

As the rolling out diagram of the locking stop release shows to the left, in progress to the diagram in FIG. 46, the release point b′ was transferred to the left before the release pawl (504), which permits a shortening of the total release frame. The release stop f lies again on an outer radius and may be activated by one of the longer release pawl.

The stage A shows the condition before the spring tightening. The spring tension component at (503) effects, by driving with of the spring tensioning tongue (495) of the mediator disc, the movement of the arresting gape (497) with the mediator disc up to the engagement of the arresting tongue (466) of the operation disc (493) in the stage B at d and simultaneously the locking of the operation disc by the engagement of its arresting tongue into the gape of the upright lamella (491) at c. The stage C is reached after the release by the pawl (505) at c, because the torsion spring rotates counter clockwise the discs interlocked against each other and trigger off the arresting slides of the supporting wheels up to the dog of the driving pin (567) and then spread the vertically swivelling stilt against the rail by means of the cam. The interlocking of both discs is solved with the release of the function c. The cam and herewith the operation disc are reset into the exit position with the lifting of the stilt into the horizontal line during the function c.

FIG. 50 reproduces, above in a side view, at natural size, three functional stages A-C out a, whose execution that of (a) precedes during the vehicle descent, which means the release of the arresting slides for the supporting wheel shafts (cp. FIG. 9) on the vertically swivelling stilts.

Only one operations disc is applied and the use of an overhaul mechanism for the cam during the upwards movement is provided. For the release of the arresting slides, the small crank-like lever (564)—which is shown nearer in detail, above, in the longitudinal section, at scale 2:1—is revolving connected near the axis with the operation disc. The rope, which operates through idlers (566, 539) the arresting slide, is fastened at the free lever end.

At the stage A, the strong tension spring (499) between the mount on the housing, to the left, and the mount on the operation disc (493) is tightened after the counter clockwise turning of the latter by the spring tension pawl (586) with entrance into the arresting gap (497) of the upright lamella (491, cp. FIG. 45, cross-section, below). The tension movement ensues in the first stage of the tension process with a slight over-stroke. The cam (592) of the operation disc stands thereby in a slight distance over the upper crank for the stilt movement. The later are situated in the horizontal exit position. The arresting tongue (450) is already pushed out of the gap of the upright lamella (491) by the release pawl (505) at a.

At the stage B, the transit moment is demonstrated, on which the tension spring has brought in contact the cam with the operation disc after a slight sector turning of the operation disc by the upper crank. The small lever (564) has maximally tightened the Bowden cable (327) there and the arresting lamella in the arresting slide was thereby retracted over the idler (539) so that the related supporting wheel shaft was released (cp. FIG. 49, only one Bowden cable from four is shown).

At the stage C, the rotation of the operation disc was finished by driving with the stilt into the spreading position the Bowden cable was again detent. The firmly resting uptake channel (500, drawn only on A) for the tension spring secures its function direction and can be used for braking in initial rotation stages.

The longitudinal sections, above, to the right, show, to the left, a double arresting slide (561), which will say two arresting slides one over the other engaging into the supporting wheel shaft. To the right, the prolonged arresting notch in the shat is more distinct and was already pointed to the positional relations between the guide way rail, whose outer rail edge (488) and the supporting wheel (25) as well as the disc (487) on the supporting wheel. The upper of both arresting slides would need to be released when the vehicle gets away from the rail the supporting wheel to be able to solve from the rail edge.

But presumably the prolongation of the arresting notch is sufficient for the problem solution, because a clamping working holds fixedly in the lower notch halfway through the arresting slide when the vehicle tips. The clamping working falls away when the vehicle rises.

In the middle part, to the left, in a longitudinal section detail, at a scale of 1:1, a solution for function e′ is given whose triggering off lies shortly in front of e; the appertaining plan view is given in FIG. 35, third row from above. Angle bar (608) builds in this variation a firm connection to the worm nut (535) and the “upright” lamella (491) with the housing (not shown). The spring tensioning pawl (503) driven from the rotation axis (520) works against the spring tensioning tongue of the operation disc (493) which is connected with the tension spring (499). Even the release pawl (504) which triggers off the function e′ for the lifting of the vehicle wheels from the rails, is fastened with the rotation axis. The operation disc drives directly the bush with its spiral guiding groove (201) directly in which a short pin projects from the worm nut. For further functional context read at FIG. 88, over the third row from above and the horizontal cross-section in the middle part, and FIG. 39.

The lower row also shows, in a side view, a functional row A-D for the function c; the diagram is diminished to a fifth of the natural size.

At the stage A, before the spring tightening, the mount (605) for the tension spring lies to the left on the mediator disc (492) the other mount (590) lying to the right on the operation disc. The weak biasing spring (598) lies contracted between the outer mount on the fixing butt (582) at the housing and the mediator disc (492) on the fixing ear (573). In the second third of the total process of the spring tightening, the transport of the spring tensioning tongue (495) ensues up to the gap of the operations disc, so that in this manner the spring tension pawl (503) is able to be moved pass there. The locking gap of the mediator disc (492) was engaged was counter clockwise turned toward the arresting tongue (496) where this was enabled to engage at c. The arresting tongue of the mediator disc (492) was engaged into the gap of the upright lamella (494) at d. The cam (592) with the lower crank (483) lies about one movement sector under the stilt which is in the horizontal exit position. The spring tension movement was positioned to the first third of the total spring tension movement (also for d and e), so that the clockwise running back spring tension pawl has not a disturbing influence to the back movement of the spring slide tongues.

At the stage B the release pawl (505) is run far to the stop at c and has liberated the clockwise rotation of the operation disc through clutching off from the mediator disc. The cam (592) with the lower rank (483) are now lifted and therewith also the stilt which was sunk down by the function a in the meantime. In this manner, the stage C is reached. After the release of the locking of the mediator disc at d, with the triggering off of the function, the contraction of the weak tension spring brings the discs again downward into the exit position (see Stage D). A dislocation of the release scale is avoided in this manner.

The tipping of both discs out of their end position with the cam in the horizontal plane after function c by the weak biasing spring, back to their exit position obliquely below, before the total spring tightening, avoids that the discs are tipped during the function a through the driving with of the cam and that thereby stops are triggered off.

For the release of (c), so the supporting wheels, would be necessary an initial stretch for the cam from below with a prolongation of the total spring way analogue to a (see above), it was renounced of a separated representation, because self-evident.

FIG. 51 presents, above, two longitudinal sections in the functional stages, A before, and B after the lifting of the housing with wheels under lifting of the latter from the guide way (22) including the details of the mechanism being necessary for the function b′. Underneath, the respective overviews are shown. The scale is 1:2. I was searching for a solution under height saving. Between the longitudinal sections and overviews, a schematic functional diagram is presented in the longitudinal section. The vertical movement compound machinery (478) for function b is drawn below for the elucidation. The horizontally swivelling stilts (470) strike together—as visible on the longitudinal sections—with overlapping plates around the vertical rotation axis (520) and are held together between the flat rotation axis head the segment disc (553), the latter secured against rotation by knock of segment flattening on the housing (133), sideward strutted by a kind of a pot; the latter consisting of pins which are circularly fitted at the segment disc, which offers hold, above, to the swivelling segments of both stilts and, below, are hold together from a interrupted auxiliary ring (548). Three square pins (547), distributed around the circumference, are fixed at the height with the stilts. A round pin projecting toward the rotation axis from each square pin engages to a bent wedge segment (562). The square pins stay, shifting in the height each, in a square tube (604) escaping from the housing bottom. Two wedge segments (549) facing one another are fastened under the enlarged operation disc (493) revolving around an annular notch of the rotation axis. With the rotation of the wedge segments, triggered off in the stage A, the operation disc is lifted with the wedge segments to the stage B and with it the rotation axis and the entire housing, connected with it, including wheels. The rotation of the operation disc is rendered visible by a hatched segment. Details of the position of the vertical movement compound machineries are indicated for the orientation. Between the longitudinal sections and then overviews, the process is schematically explained in a side view.

FIG. 52 presents a favoured alternative solution for the task b′ in longitudinal sections of the functional stages A and B. For that, a worm screw exist, free revolving around the vertical rotation axis, toward the bottom side of the vehicle whose inner screw portion may be rotated from the operation disc through the connecting arm (563) with the connexion pin (574, see FIG. 45). The operation disc with the pawls is arranged around the worm screw for the space saving. The outer portion (535) which corresponds to a nut is fastened below at the base frame (544) which is secured against turning by means of telescopic struts (607) toward the housing. The lower stage B shows the condition after the rotation of the inner screw portion by means of the operation disc during elevation of the base frame and herewith lifting off of the wheels (102) from the rails. The auxiliary motor (25) and the transmission axis are horizontally fitted in the housing. The motor for the drive or the movement transfer there need to also be elevated (cp. FIG. 13).

FIG. 53 relates to a solution in which a single motor takes over the functions of the drive and the supply of the transmission. The drive is useless after lifting off of the base frame with the wheels already at beginning of a descent to another guide way; the motor may consequently be switched over to the circuit operation for the movement compound machineries, or the latter may be connected:

Above, in about nature size, a longitudinal section under an overview is reproduced, underneath two cross-sections in the different initial stages A and the final stage B through the centrifugal governor (to the right in the longitudinal section detail) for the on-switching of the switching functions for the movement compound machineries. The motor axis (2) leads from the motor (1) through a bevel gear with the hollow axis (619) and terminates on a small pinion of the drive transmission (611). Going out from the exit gear, the bevel gear (620) with the hollow shaft drives the bevel gears (618), which are connected by the flexible shaft (613). Through it the drive shaft (621) is driven on as axis of the base frame (560) and here, in the special solution case, engages directly to the bevel gear of the axis of the wheel (102). There is a further bevel gear drive from the drive shaft to the wheel exists to the right, all wheels being in contact with the guide way (22).

A cursor ledge (615) is driven through the hollow axis of the bevel gear (620), which cursor ledge being driven by its roll of a permanent magnet (see the detail, below) sliding in a slot which contacts with the blade (616) at a disc when the centrifugal governor is switched on, by higher speed, driving through a further hollow axis segment the entrance pinion for the transmission (612) of the movement compound machineries still reducing the rotational speed. The transmission exit pinion drives the bevel gears (388) through the hollow axis (619) for the movement compound machineries (the worm nut 335 inclusive), whose outlines are partially drawn.

The details allow to identify, that the cursor ledge (615) stands in touching contact with the fixed standing oval permanent magnet (614) and that the electric contacts (622,623) can be shorted circuit one after another during the rotation with the disc by the blade (616). The current flow is transmitted to the control unit (467) and a higher current impact of a higher voltage to the motor (1) over it and herewith the rotor movement counter clockwise accelerated rapidly. When the passage of the backside of the oval permanent magnet, the rotor being nearly away from the force of attraction of the magnet is displaced outwards in the slot of the rotor ledge by the centrifugal force and, after the passage of the electric contacts (623) comes into the blade driving on whose disc and herewith the movement compound machineries while the voltage is reduced again by the control unit. The leaf springs (617) resist to the blade movement in a manner being to surmount, so as the blade preferably stand still in its contact when the motor is switched off. The resistance of the leaf springs is still supported by the reaching of the exit position in the movement compound machineries, because the vehicle rests with its weight on the guide-way during the activation of the speed-changing mechanism. For the switching off of the second transmission, the motor is stopped during the blade position at the leaf springs and quite slightly driven back by the current pole change, so that the rotor is able to disengage from the blade contact and is attracted by the fixed standing permanent magnet. The use during the clockwise rotation is corresponding.

Below, at a scale of about 1:5, a schematic line drawing is given analogue to such of FIG. 39 in a side view which is limited to a vehicle type according to that in FIG. 58 and e.g. to the stages A and B.

The vertically swivelling stilts (469) are classed, in front and from the back, with two separated bevel gear centres and corresponding movement compound machineries.

The hinges joins (474) with detent of the movement dimension are fitted higher so that they separate the stilt into two portions of similar length. The portion near to the compound machinery is lifted over the horizontal plane at a which means that the operation radius is increased over 60 degrees. The shaft mount (545) for the supporting wheels gives free quite slight tipping movements in the vertical line; the arresting stops there was not drawn. The horizontally swivelling tilts (470) are allocated to the movement compound machinery in front and rearward which operate synchronously correspondingly.

FIG. 54 shows, to the left, at a scale of 2:1 two partial cross-sections, turned around 90 degrees, through a spring slide pawl (503) taking leaning to the upright lamella (494) with a locking area (see the triangle). The pawl function shall be switched off in one running direction. The T-shaped partition wall (569) extend parallel to the spring slide pawl and the elastic spring tongue (571) turns the spring slide pawl away outwards and lift them from the stop position when the pawl moves upwards, i.e. clockwise. (see the detailed longitudinal-section to the right of A) In the counter direction, to the right of B, the spring slide pawl is pressed onto the stop position and that is operated.

FIG. 55 shows, in an natural size, a side view to the operation disc (493) which is rotated slightly clockwise in the stage A-F and depresses the upper crank (482) through pressure from the slide bolt which replaces the cam. The slide bolt which is represented above in detail, at a scale of 2:1, is led by a leaf spring into the direction of a wedged projection on the crank to the rotation axis; it is prevented from a leading back by through wedge projection by the templet ring which rests fixedly on the housing where it is not halted. Above, to the left, at a natural size, the cross-section is given through a movement compound machinery with torsion spring which indicates the position of the slide bolt (538). (The small slide bolt, to the right, is turned around 90 degrees and indicates the object.) When the operation disc with the ledge (537) as rail guidance for the slide bolt is rotated, it drives the crank at the wedge projection (see stages A-B), only if a weak resistance exists (perhaps in the beginning of the spring tightening for the function f). When the resistance increases, the back movement is prevented by the templet ring (see stages C-D). Finally, the slide bolt is enabled to overhaul the wedge projection and therewith the crank because of a gap in the templet ring (see stages D-E). During the back guidance movement, the slide bolt overhauls the wedge projection again and it is led back upwards from the latter into the exit position.

If the crank offers resistance, in the stage A, because, perhaps at the function f, the vehicle rests on the guide-way, the slide bolt immediately retreats and overhauls the crank still in the stage A, so that the vehicle is not lifted, perhaps when the function f is triggered off. Above, to the right, a cross-section is given through the corresponding movement compound machinery.

FIG. 56 shows cross-sections, at a scale of 2:1, through the movements compound machineries for the functions a, b′, b, c/d, f according to FIG. 57. For the function a (and with a weaker spring also b), the operation disc (493) is rotated counter clockwise for the tightening of the tension spring (499) by the spring tension pawl (586) while the mediator disc (492) is locked with upright lamella (494). For all spring tension pawls in this variation values which they independently swivelled about a partial radius when rotated clockwise so that the spring tension tongues are not touched and disc are not hampered in their function during the vehicle descent. In a side view detail, above, to the left, at the stages A (in function during the counter clockwise rotation) and B (swivelled and herewith switched off), it is visible, as both spring tension pawls, facing one with other, with the stops which terminate the extension of the swivelling are held together with the rotation axis by the clamps (624) and are transported from the latter. The operation disc has an elevated edge, which bears a disc, onto which the spring tension tongue (495, see the triangle, above) is mounted; a impediment of the release pawl (504) is excluded in this manner. The elastic coating (625) on the operation disc secures the swivelling function of the spring tension pawls by friction. The bent sector slots (507) are also represented with the horseshoe like pins which engage to the bent slots and are rotated from the covering shell of the rotation axis. The swivelling mechanism for the release pawls is operated by these (cp. FIG. 57, first row, first image).

The last described mechanism is not necessary for the function b. In this case, the spring tension pawl works against the mediator disc (492) while the operation disc is fixed by a final and herewith stop position of the cam (592) at 3 o'clock. For the function b′, only the operation disc (493) is necessary which here is engaged with the upright lamella (494) as soon as the spring tensioning tongue (495), driven by the tension pawl (586), is able to evade into the gap of the upright lamella (494). Then the arresting tongue (496) is also engaged with the upright lamella (494) and may be released by the release pawl (503).

For the function f, to the catching of the plunge motion of the vehicle, a drive from the rotation axis is not necessary. The tightening of the tension spring (499) against its mount, which rests fixed on the housing, ensues with the cam movement on the operation disc by impact of the upper crank (482) up to the engagement of the arresting tongue into the gap of the upright lamella (491). It may be let loose from there through the flap (626) in a bridging trough of the release pawl (504). In a schematic side view, above, to the right, the function of this flap is demonstrated. At the stage A, it closes the bridging trough during the pawl movement whereby it is held in this position by a stop (see the rectangle). The stage B shows the swivelling away of the flap from the locking gap during the clockwise turning of the release pawl.

FIG. 57 reproduces, above, to the left, at a scale of 2:1, at the stages A and B, the detail representation of the engagement of the arresting tongue (496) of the mediator disc (492) into the gap of the upright lamella (494) and, underneath, the evading of a spring tensioning tongue (495) in a disc gap, both through the influence of the spring tension pawl (503). Above to the right, a schematic rolling up is given of the arresting points inside a frame whose rungs denote the release pawls. The frame is able to be shortened in this manner by annexing of b′ after a vacant site compared with FIG. 7. The displacement of f out of the range, shall call to mind its displacement on the operation disc.

The first row, underneath, in a side view to a movement compound machinery, in approximately 80 percent of the natural size, shows functional stages of a movement compound machinery according to type a, b, the second and third row gives an overview and the fourth row again a side view.

The function and representation largely correspond to that of FIG. 45 by the use of a tension spring as driving means. The distribution of the spring tension pawls and release stops as well as singularities of pawl construction differ (cp. FIG. 56). Correspondingly to that, the release stop for b′ lies in front of, or under the release pawl (504, see the rolling up diagram, above, to the right).

At the first row, the operation disc is turned counter clockwise through the stilts about 60 degrees with the lifting of the cam into the horizontal line. The driving leaf springs (531) on the discs thereby have rotated with the release pawls, whereby the pins in the bent slots (587, see FIG. 46, a) have made the clearance possible. For the function a, the mount (605) for the tension spring (499) on the mediator disc (492) first below, to the left, and the mount (590) for the operation disc (493) above, to the right. The weak resetting spring (598) which is fastened at one end on the housing, at the other end on the operation disc, is relieved (see the first image). The latter is driven counter clockwise by the spring tension pawl (586) which works against the spring tensioning tongue (495) of the operation disc up to the engagement of the former in the arresting gape of the mediator disc at a. The resetting spring now is tightened (see the second image). Both discs are rotated clockwise by the resetting spring until the cam comes to lie on the upper crank. The arresting tongue of the mediator disc is now engaged at b. The release pawl (504) has reached the release point at a (see the third image). The operation disc clockwise rotates then and drives thereby the cam, the rank (both are not drawn separated) and the stilt. The peripheral annular bow segments show that the spring tension ways can be grouped as a, b and c, d, e which a more equal charging of the motor is followed by.

With the example in the second row for the functions (analogue to that c, d, e) a tilting is not necessary before the tension spring tightening. The tension spring lies between mounts on the discs, that is between the mount (605) on the mediator disc and the mount (590) on the operation disc (see the first image). The mediator disc is moved here through the spring tension pawl (503) up to the engagement of the former with the upright lamella (494) at d, while the operation disc was locked with the upright lamella (491) at c by the end of the function a (see the third image). In the exit position of the vehicle, the cam with the lower crank remain also in functional readiness distant from the horizontal stilt (see the second image). When the release pawl (504) has reached c during a counter clockwise rotation, the locking of the operation disc is released along with its cam transports the lower crank and herewith the stilt again into the horizontal line out of the sunk position during the function a (see the fourth image).

The third row is occupied with the function b′ for the drive of the worm thread on (535) for the vehicle lifting (cp. FIG. 43). The tension spring is fitted at the mount (544) at the housing and on the mount (590) at the operation disc (see the first image). The operation disc is driven at the spring slide tongue by the spring tension pawl (586) and the arresting tongue is engaged in the arresting gap of the upright lamella (491) at b′ (see the second image), where it is set free by the release pawl (see the third image).

The fourth row serves for the function f for the catching up of the vehicle fall. The proportionally strong spring stretches from the mount (560) at the housing to the mount (590) on the operation disc. Spring tightening by the rising of the stilt ensues after the dipping of the stilt and herewith of the cam of the operation disc after the release of the engagement of the operation disc with the upright lamella (491) at b′.

The tension spring, resp. the movement compound machinery f, may be saved and compensated by a, when an electric contact (533) at b′ is operated by touching through the release pawl during the clockwise movement and when afterward the motor is changed over to the counter clockwise movement. The tension spring is tightened thereby and catches up the falling movement; at the same time, the spring for the function b′ is tightened and the vehicle is thereby sunk. To the right, over the first image, the mechanically sketched detail, at which a contact pin operates from the edge of the operation disc a contact +/− only when clockwise moved, is only a visual elucidation for the electronic switching operation in the control unit.

The still more diminished schematic side view, quite to the right, to a disc with the point scale designs a distribution of the release stops for the independent supply of the movement compound machineries each for both the ascent and the descent of the vehicle. Therewith, a clear allotment is possible to separated areas for the spring tightening (see the annular segments). The release pawls with bridging trough for the release point e, which lie on an inner radius guarantee the functional separation for both movement directions. The four release pawls rest in an identical distance. The sketch leads over to the operations of FIG. 58 (in the middle and below).

FIG. 58 shows, above, in a natural size, a longitudinal section a vehicle with a single motor (1) and two separated swivelling centres for the stilt on both ends of the vehicle. The drive runs from the motor through the hollow axis as motor axis (2) to the transmission (611) of the first stage form whose exit drives through the toothed gear coupling (628) the drive shaft (612) for the wheels of the running operation. The triplet of engaging toothed gears, one inside another, of the toothed gear coupling permits a rise and sinking of the base frame (560). Underneath, in the cross-section detail, only two axes are represented which connect the middle toothed gear with each clinging to it, in the position A of the lifted and B in that of the suppressed base frame. The guiding notch bows in the appertaining plate frame (629) was not further elaborated on because of being self-evident for its function. A covering tube segment lead from the exit toothed gear of the first transmission to the centrifugal switch (610, cp. FIG. 47) and from there another to the entrance toothed gear of a second transmission (612). The exit toothed gear of the latter drives the central rotation axis (520) to the bevel gears of the movement compound machineries, through the motor axis also these to the right. A ratchet toothed gear (630) is connected in front of each bevel gear drive for the movement compound machineries from which each works in the contrary direction. The left ratchet toothed gear mediates clockwise rotations, that these of the vehicle descent, that to the right counter clockwise rotations, i.e. these of the ascent. Every ratchet toothed gear is secured against a driving the idling by the biased ratchet tooth (631) being mounted on a housing ledge. Both ratchet wheels, of course, stand one after another in different planes by an appropriate breadth of the ratchet toothed gear. The number of the ratchet teeth must be precisely adjusted to the number of the teeth of the bevel gears or of other to preserve the synchronization of the function.

The coupling of the movement of the stilts of one side with that of the other side ensues over the connecting rod (632) at the prolonged stilt ends. The movement direction of the worm nut (535) must be chosen running one against another according to the function. The vertical swivelling stilts (469) are connected with their rotation axis in a such manner that they have clearance also in the horizontal direction that the wheel are able to follow a rail curve. The detail to the right, in the longitudinal section and in an overview, shows such device by means of a slot guidance in an axis collar, but as it is not represented, above, not to mask the bevel gears.

Underneath, in the side view, example are to be found appertaining to functional operations in the movement compound machineries according FIG. 57. The first both images of the first row for the function a correspond to the functional circle of the vehicle descent through the left bevel gear with axis clockwise rotation. A swivelling of the spring tension pawls is omitted because a movement in the counter direction falls away. A special movement compound machinery is provided but also for a and b as well as for d and e, that for b′ below drives two counter running worm threads.

The third and fourth image of the first row corresponds to the movement compound machineries for the ascent by counter clockwise axis rotation. The first and third image correspond to the condition after the tension spring tightening before the function release, the second and fourth image correspond to that after the stilt suppression.

The resting functional features and stages may be gathered at FIG. 57.

The peripheral annular segments show again the possibility of a favourable distribution of the spring tensions sectors (see the third image, cp. FIG. 57). Even a greater functional radius up to 90 degrees is provided for the function a, because the vertical stilts are lifted in the hinged joint (474) with the locking over the horizontal line (cp. FIG. 53, below).

The release points a-d and b′-f respectively were clearly drawn asunder whereby it is possible to bear account when the motor does not abruptly stop. Two spring tension pawls (503) and two release pawls (504), opposite one to another, are represented. As yet prepared in the schematic example in the third row of the disc representation, to the right, in FIG. 57, release points may also be contracted into the quadrants and distributed four times over the circumference with doubling of the release pawls.

The second row corresponds to two descent stages in function e with the clockwise rotation of the pawls, the third row to that of the descent by c with counter clockwise pawl rotation, the first image again in the condition of the tension spring tightening, the second image in that of the spring relaxing after the operation. Bearing of the tension in connection with a disc spring on the projecting ledge (502); at the function e, the mediator disc (492) is the plate bearing one and arrested in this functional stage should be separately demonstrated. The plate is risen with the resetting of the mediator disc (not shown). At the fourth row, it is taken in account to position of the movement compound machinery at the right side of the vehicle herewith, that the projecting ledge (502) projects to the left, in this functional stage to the left, above. The fifth row for the function f should be visualized also with a longer spring analogue to the former which extends into the direction which is adapted to the position to the right. The first image shows the condition before the vehicle descent, the second afterwards.

A variation which is applicable also for vehicles with a single swivelling centre, is able to be derived from FIG. 58. Here, the movement compound machineries for the discs for the ascent and the descent are again separated and the tension springs correspondingly are tightened in opposite directions. The difference against the hitherto described solutions is due to the circumstance that only one spring tension pawl and one release pawl exist for each movement compound machinery which—turned out of the zero position, around 180 degrees opposite the uniformly destined spring tension point (it may be positioned to the left of the horizontal line at “9 o'clock”)—encountering there a stop not being able to overcome it. There, an electric contact is operated which switches over the movement direction of the rotation. The functions, being loaded before along with the half of the “clock” (e.g. the upper one, in clockwise direction for the ascent) are triggered off along the row of the release points. The descending functions are operated, in this example, in the lower half, that will say during the half circular motion, loaded clockwise by the spring tension pawl and triggered off after the reversal of movement.

FIG. 59 returns once more to the conception of the motor carriers which run ahead or follow to the main vehicle whereby the devices, to lift the latter to a higher guide-way plane and also the one for a sideward shifting to a parallel guide-way belong to the middle portion i.e. to the proper vehicle which is here designed as toy. Above, at a natural size, two longitudinal sections are represented, A in the stage of the union on the basis guide-way (22) and B by lifting of both “motor carriages” which do not need a drive by folded bellows. Motors with transmissions and leverage as well as compressor, control unit, hoses and wires were not taken in to consideration by this demonstration of the lifting frame. The vertical working folded bellows (221) project a little out of the housing roof through openings and frame in a horizontally folded bellows (221). The latter is fastened on a cage which is a portion of the frame (635) the u-shaped bent ends at the roof area on which there is carrier of the “motor” carriages (14,16).

At the stage A, the folded bellows (633) are folded together and the motor carriages contact with the guide-way (22), at the stage B the folded bellows are blown up and lift the frame with the motor carriages. The extended scissors lattice (636) offers hold against the tipping off.

At the lower half, the process is repeated in an plan view. At the stage A, the horizontal straightened folded bellows (634) in a condition of being folded together as also the shear lattice (48) which support it. At the stage B, the folded bellows is blown up and has, supported from the stretched out shear lattice (48), lifted both motor carriages with the frame over the neighbouring guide-way (23) on which they are sunk by a slight evacuation of the air from the folded bellows (633) (cp. B, above). By a further ventilation, the main vehicle is lifted from the guide-way (22) and dislocated over the guide-way (23) with the ventilation of the folded bellows (221). That must finally ensue with a strike over i.e. with the stronger one under pressure in the folded bellows (633) that the wheels are lifted over the guide-way (not represented).

FIG. 60 deals with the retreat of the supporting wheels during a switch passage, which ensues through a device in the vehicle which is switched on before a rail switch and off after such by a second device near the rails. Above, to the left, at a natural size, a plan view of the detail is represented around the wheel and the supporting wheel contacting with a rail, to the right follows the appertaining longitudinal section. The disc (637) is not more centrically arranged to the supporting wheel (25) with the one over the ledge (642) over the guide-way (22). The cross-tie (480) is connected with the axis of the wheel (102) and holds the supporting wheel shaft (536). Thereon, the ledge with the supporting wheel is fastened whereby the ledge runs over the disc. A narrower rail course of the guide-ways is to catch up in this manner. The position to the supporting wheel shaft (536) is only hinted, the arresting lock classed within is not drawn.

Beginning in the middle, in a cross-section, also at a natural size, in the three stages A-C, a mechanism for the lateral tilting of the supporting wheel apparatus is sketched in detail during the switch crossing. The disc (637) which could besides be functionally replaced by the ledge alone, is nevertheless displaced outside of the rail; this displacement could be included in the mechanism. The cross-tie (480) to the wheel axis contains a drum (638) around which the axis of the supporting wheel (25) is swivelling around a cross-axis. But this cross-axis is displaced in a eccentric cross-slot to the periphery, what is effected by two wedges (hatched drawn) which are connected through a leverage with a sliding tube over the supporting wheel axis; thereby a fixation at a stop point is effected (see stage A). The gallows (639) goes off laterally and with an angle from the sliding tube and from cross-strut of the gallows a rope leads to the ledge near the axis of the disc. In the beginning, the gallows end lies up to the inner beam as switching coulisse (640) which runs rising parallel to the guide-way (22).

At the stage B, the wheel is rolled farther on the rail, the gallows was slightly risen and the wedges thereby risen with the sliding tube whereby the supporting wheel axis was centrically shifted. At the stage C, the gallows was lifted through the bent of the beam which accompanies the rail approaching it so far that the angle between the gallows and the sliding tubes comes behind the arresting leaf spring (641). When the rail switch was passed, the gallows end is brought back again through the shortening outer beam of the switching coulisse installation according to stage C over B and A into the arresting position for the fixing of the supporting wheel under the rail edge.

Below, to the right in a plan view and underneath in the cross-section, at a natural size, a mechanism is demonstrated which serves the displacement of the clamp 581, cp. FIG. 43) into a box of the vehicle housing under the vehicle cabin. The clamp ends are designed sickle-shaped as shown in the longitudinal section under A, so that they are displaced against a compression spring upwards into the box during the passing of crossing rail switch portions.

FIG. 61 shows. above, to the left, in a plan view, at a natural size, underneath in two longitudinal sections corresponding to the functional stages A and B, in detail of another solution, classed with a wheel, for the crossing of the rail switches by lifting of the supporting wheel apparatus while the vehicle is omitted. Underneath, the sliding collar (643) is drawn as detail, at a scale of 2:1. Above, to the right, a cross-section is shown through a rail and a switching templet near the rail. The sliding collar (643) is shifting at the height along the square bar (644) and has a flange on which the lever (657) is born with the cross-axis. The lower lever end, supported by a tension spring, engages into a notch of the firmly standing square bar, into a lower one (at the stage A) or a higher one after the lifting of the sliding collar, the square bar below being connected with the axis of a wheel (102). The upper lever end has a cross-rod (645) with a roll. The latter lies on the switching templet (640) which runs rising and descending parallel to the guide-way rail (22) At the stage A, the supporting apparatus with a disc (637) which is firmly connected with the sliding collar whilst the supporting wheel (25) engages under the rail edge in function, the vehicle moving to the left in direction of the rail switch (not drawn). When the movement is continued, the roll on of the cross-rod is lifted on the slope of the switching templet and the lower lever end first drawn of the lower arresting notch and subsequently the sliding collar lifted up to the engagement of the lever end into the upper arresting notch (not shown).

The stage B represents the transition to the switch passage during the vehicle movement to the right. The roll still lies on the portion of the switching templet which slanting from the left rises above overlapping them at this end which descends to the right. The spring bent (646) at the switching templet has seized the cross-rod (645) and thereby drew out the other lever end from the upper arresting notch. The roll on the lever end falls to the lower switching templet and lets the lower lever end pass the upper arresting notch. Along the lower (right) switching templet, the sliding collar and the supporting apparatus is further sunk up to their fixation in the lower arresting notch. (not shown). On the overview detail, above, to the left from the switching templet, the cross-rod (645) with the roll is demonstrate to the left at the stage B and to the right at the stage A. From the left, the elastic tongue passage (658) is already passed through which the roll is able to pass through and to leave the roofing slope during the movement to the right. Above, to the right, the cross-section detail through the switching templet, to the left beside the guide-way rail at the overlapping area of both slopes, shows the passage of the roll being moved from the right. Alternatively, the roll on the cross-rod, spring biased on the slope which rises from the left, could be led away from the counter slope rearwards to jump then forwards to the descending slope so that the elastic tongue for the counter movement of the roll to the left could be omitted because the omission of the roofing.

FIG. 62 shows, above, in a longitudinal section, at natural size, in the stages A up to B the suppression of a vehicle cabin to a stretch of road without guide-way rail (e.g. to a pavement), while both motor carriages still remain on the higher guide-way rails. As the plan view, under A, shows, an example was chosen with two parallel rails which may be slightly transferred to other rails arrangements. The telescopic column (3) between the motor carriages (14,16) and the main vehicle (respective cabin) were only sketched symbolically and all driving elements were omitted. At the stage A, before the suppression of the cabin, after its extending through the telescopic tubes of the slide (5), light flashes, acoustical signals and eventually compression air strokes oust of nozzles (not shown) are emitted rather perpendicularly to the landing area for the warning of the passers-by. When sideward crossing detector rays (648) meet an obstacle (649), the process of the cabin suppression is interrupted. At the stage B, the cabin is sunken by the telescopic column (3). The warning signals and search impulses (the latter not shown) start now from the motor carriages. The cabin doors should be bolted up to the descent of the motor carriages; unless the cabin is elevated instantly for a new start. It was a farther task to produce resting surfaces for the landed vehicle portions additionally or instead of the wheels to save the vehicle and the underground and compensate for slight inequalities of the floor-space. This is effected by the resting plates (650) which are let down loose at the corners of the vehicle portions or otherwise in a suitable symmetric distribution, these resting plates having a preferable elastic condition and being fitted with ray sensors or contact sensors (651) which report the ground contact or distance to the control unit for the data processing. A contact sensors preferably piezo-elements may serve in the resting plates which not only report the ground touching but also the pressure intensity. The resting plates are suppressed and lifted in each case at the shaft (652) inside the shaft guidance.

Both lower representations A and B are schematic longitudinal sections along the cabin outer edge (the direction of cutting reference is drawn with dashed-dotted lines). The thick lines at the solution A symbolize a mount inside the cabin housing which holds the auxiliary motors (50) in the height with the toothed gear engagement with a thread bush each. The spindles, which are borne rotating below in one resting plate each were turned downwards by rotation until the stop command was transmitted to the appertaining auxiliary motor through the contact closing in the resting plate (see stage B) to the board computer (258) when the ground is touched (see the undulatory dashed line). When the inequality transcends predestined limit values or the feedback of the touching of the ground is failed, the door opening does not to place and the cabin is risen again through its telescopic column to the motor carriages (see the longitudinal section, above). The complying with limit values according to the cabin inclination may also be drawn near as steering instrument, alone or in completion, as it is controlled by an electronic water-level (653, see on the plan view, above).

At the variation B, the shafts with the electric ground contacts (654) are let down at the vehicle corners over idlers with ropes which are operated by a single auxiliary motor (50) with rope sheaves. A length compensation ensues through a tension spring between each upper shaft end and each idler. A sliding contact perhaps at each upper shaft end may be able to tap off the difference in altitude of the shafts which are driven out from a measuring point row inside the fixed standing collar (656) for the shaft and transmitted to the control unit (467). The locking bolt (607) engaging into a gear rack along each shaft is steered through an electromagnet through signals from the control unit (only symbolically drawn). Pilot circuits are incompletely drawn out in lines.

FIG. 63 shows, above, a schematic cross-section, at about a scale 1:40, through a rail erection as half arcade or harp bow for the representation of a T-rail which projects from horizontal rungs into the cabin transport space (see above) with a rail bearing leg looming upwards and such looming downwards. The rung is capable of continuing between both legs so as the configuration of a lying cross results. The difference of the level distances results from the demonstration of the equipment with different wheel tilting mechanisms. As variation, wheels with outer and inner flanges are elected only exemplary. Supporting wheels then are not absolutely necessary. The ascent of the motor carriages is represented over a cabin by means of the telescopic columns (only two out of four are shown) between the second highest and the uppermost guide-way step The slide the one motor carriage (14) is thereby not only so far displaced to the left, that the right upper wheel is released from the rail contact and the climbing movement is let free but for a better balancing of the weight this displacement to the left takes place in such an extent as the other motor carriage (16) approaches to the higher guide-way to the right. When the motor carriage (14) has secure guide-way contact, the motor carriage (16) is made up for its own new guide-way contact to the right (not shown). The uppermost guide-way step is increased because the lower wheel fitting is supposed as rigid so as the telescopic columns must lift the vehicle higher for the crossing of the rail. The compensating level of the upper (right) wheel is correspondingly increased. Two wheel are demonstrated at the same time in an elevated and a suppressed condition. At the example on the lower guide-way step, the transition to a stand form is represented with two rails with parallel rails in the same level. To aim at that, the wheel left lower is displaced to the left in a slide box. A transport chain with auxiliary motor is exemplarily drawn as a mechanism. In areas of a tight urban traffic, where an application in overhang is suitable, the overload of the upper (left outer) rail equalized in such a manner by the right upper wheels of all vehicles of this trace through the counter pressure from bellow to the lower portion of the higher rail through the upper right wheels of all vehicles on this lower rail by an about equal traffic flow. The tilting of the wheels around the longitudinal axis is effected by a crank mechanism (cp. FIG. 24) instead of the transverse working seesaw movement as earlier described To the right, the longitudinal section detail of a wheel (102) is still shown with outer flange; the thought is initiated, to let alternate wheels with inner and outer flange increasing the lateral stability.

The cross section in the middle, at a scale of 1:20, represents a single guide-way step with a vehicle from which only the wheels in contact with the rail are drawn with appertaining motors and the tilting mechanism. The prolongation of the upper holding rung for the rail shows that the latter wedge-shaped comes to end between the upper and lower running rail, while a T-rail is elected below. To the right of the lower carrying rang, a second rail is fitted as the beginning of the transposition to the later widen usual guide-way on which the lower wheel with motor compound machinery is led to the left with rung broadening A compound machinery could be omitted for wheels with double flanges (see above, the lowest vehicle). The same values when the supporting wheel (25), which is drawn, is used, which is fixedly connected with the motor compound machinery and can be approached to the rail in a crank movement by means of the tilting mechanism (660). (The wheel could also be fitted with a double flange.)

As a further variation, a tilting motor (662) was drawn in, which would permit a separated tilting up of the supporting wheel. To the right, near to the ascending rail carrier, a wheel with motor is shown which is capable of being turned upwards (drawn with dashed lines) by the tilting lever (661) from a transmission being driven from this motor by chain and comes then in contact with the upper guide-way rail. For the transition to a broader guide-way, strut by the same carrier rung, (below, to the right) additional wheels with rigid axis then are necessary, which only passively rotate during guide-way contact. But one may imagine also the upper wheel-motor compound machinery or an upper wheel with chain drive as additional equipment to the lower one on common tilting axis (the tilting lever is drawn in with dashed lines). then only a small tilting radius is necessary for the tilting up of the wheels.

A vehicle with linear motor driven sleds (102,103) are represented below, in a schematic longitudinal section, at a scale of 1:40. The appertaining electric spools and current leading-in wires were omitted because of being already familiar. The tilting arms, reproduced as short thick lines, are stretched up above to the rail contact and below tilted for the rise from the rails. To the right, on a cross-section, a sliding box for the adaptation to another gauge is outlined. The upper sled was drawn as detail at a scale of 1:80.

FIG. 64 shows, above, to the right, at a scale of 1:40, a longitudinal detail of the drive of two sliding levers for a sled whose tilting levers (661) with a prolongation behind the tilting axis engage into the space between two borders of a horizontally shifting toothed rack which is dislocated at the opposite side by a motor driven toothed gear. A shows the stage of the sled being elevated into the rail, B shows the one of the sled retreat.

To the left, at a scale of 1:40, a longitudinal section detail through a vehicle is shown during the descent of the cabin to a lower guide-way. The cabin is lowered through the telescopic columns (3) which are driven out, Two wheel pairs (above and below) are tilting each around the common crank joint (663) through one crank lever each. The shaft for the toothed gear, which is driven over a chain by a motor (1), runs though the tilting axis; the motor carriages (14,16) have one motor each and the cabin has two motors. An alternative is demonstrated on the overview, below, for the left half, whereby one single motor (1) exceeding from the cabin not only drives the driving axes of the latter but also, through the rotating telescopic columns (5) the horizontal telescopic tubes of the slide (5) whose rotation is transferred through a transmission with clutch according to that in FIG. 1, above, to the left, to the wheels of the motor carriages.

A mechanism for the crank tilting is represented to the right, in a longitudinal section detail at the stage A with wheels drawn back from the rails (22, 23) and B with the wheels in rail contact. Thereby a rail wedge (664) which is mounted on a plate is shifted to the left along the housing walls by means of the hydraulic cylinder (665). Cross pins (666) which also may have wheels or rolls of the tilting levers, engage into the rails so that the levers and herewith also the wheels are displaced upwards and downwards. The crank joint (663) is thereby a portion which is fixed at the housing.

The cross-section between stage A and B shows, at the stage B, the cross pins which may also rotate inside the rails, which frame these, and the position of the sliding wedges (664) shifted in the height against each other.

FIG. 65 shows in three longitudinal section details, at a scale of 1:20, in the movement stages A-C, a mechanism for the exact rail placing of the wheels (102). The transport member including the telescopic tubes of the slide (5) and the axis with the wheel (102) are shifted by means of the vertical telescopic columns (not shown) so far over the rail (22) that the ascending end leg of the feeler (668) lie partially under the rail level. With a further shifting, the feeler would be lifted and herewith the spring biased contact switch (669) would be closed and the wheel sunk over the control unit (467) with interrupted impulses to the drive of the vertically working telescopic columns so that the outer flange can pass the rail during the shifting to the right by the slide (cp. stage B) while the bigger inner flange encounters with the resistance of the rail (cp. stage C). The axis with the wheel is lifted up to the running contact with the rail (cp. stage C) owing to the power transfer from the slide direct to the sliding collar (670) through both parallel levers which are flexibly joined at firm bars on the frame. At B and C, the feeler is alternatively replaced through the sensor (667) which in horizontal raying transfers the distance to the rail to the control unit for the impulse sending and controls through the drive of the telescopic mechanisms the positioning of the wheel into the stage C. Instead of a bigger inner flange, two wheels, rear and in front of the running wheel, are inserted cross to the rail which effect the pushing off from them during their approach from the side so that the lever lifting is operated through the further slide movement. For the suppression of the wheel out of the rail contact, the slide can first be drawn back a short distance without taking with the appertaining frame owing to the slot guidance (671) while the levers are put obliquely; the wheel axis can thereby be sunk before the slide with the wheel is driven back to the left (not shown). An analogue mechanism can be constructed for the lower wheels.

FIG. 66 points out, below, to the left, in a schematic longitudinal section (A) along the rear cabin border and to the right in two cross-sections, at the stage B and C, at a scale of 1:40, the possibility of a gradual change over from the course on a upper rear rail, by lifting of the running wheels (not drawn) from the drawn-in lower front rail to a rope guidance in the middle. At A it is visible that a parallel displacement of a hinged frame around the cabin is caused by an unequal rising by the paired wheels (102), which are driven through motors (1) over chains, on an ascending rail.

On the cross-section, one ascertains, in what manner the drawn vertical telescopic bars are lifted by the lower rail guidance (672) for the wheels (with the lifting of the upper rail, see the longitudinal section). But the wheels with the motors obliquity, following a rail curve (dashed drawn), are inwards swivelled about 180 degrees in a torsion groove guidance (not shown), first, during the lifting of the vertical bar out of the stage B, and then the wheels with the motors are brought along the bar obliquity into middle position to the cabin by means of a telescopic sleeve. At the stage C, the upper rail was replaced by the rope after both lower rails are broken off, first this one in front then this at the back. The transition from the rope to the rail phase ensues in an reversal of the described procedure, whereby the upper inner rail has the function, besides of the gravity, to shift together again the lateral telescopic bars and to urge outwards the wheels with the motors.

FIG. 67 shows, on a cross-section, at a scale of 1:40, still more schematised, an alternative solution in the functional stages A and B. The lever angle (673) is able to be swivelled with the motor (1) and the wheel in the middle of the cabin around the hinge (674) and lie, at A, parallel to the cabin upper corner. The wheel with double flange clings first to the upper inner additional rail and is led from it up to the transition into the rope (stage B) to the left insides. (The rail and wheel below are not drawn.) Thereby, the lever angle (673) is swivelled upwards in the hinge (674) and the wheel is gradually swivelled in the hinge (675) around 90 degrees to the lever angle axis.

The coordination of the hinged movements may be effected by separated synchronized drives, but more suitably through an additional rod guidance (analogue to that in FIG. 38, above, to the right).

The construction values analogue also for the staying form of a vehicle and is an alternative for the parallel guidance of two ropes through a frame with lateral wheels (cp. FIG. 30, in the middle)

FIG. 68 sketches rail switch constructions mainly for wheels with double flanges by avoiding from laterally clinging rail tongues. The upper line shows, under A and B in a overview, at a scale of 1:60, two switch positions of a single rail, which enable running over a rail switch with rail tongues by means of the slide (682) moved by a hydraulic piston. Underneath, t, the overview is given to a double rail switch with slide. To the right of that, two variations A and B of a guide-way rail is shown in the longitudinal section. At A, the right rail end has a suppression and is connected in an undercut with the left rail end. A rail segment, slanting at the right end, can be slid into the gap by means of a slide.

For the use of double wheel pairs at freight vehicles which not are capable to execute the rail deflection provided only on one guide-way for passenger vehicles because they run on multiply guide-ways, it could also be dispensed with the straight rail segment filling the gap; but the fright vehicles are then only admitted to pass in arrow direction. Under B, the rail builds a trough by a symmetric cracking off for security purpose, into which the short switch segments are shifted in with switch tongues clinging from above.

The sketch in the middle shows in which manner rail segments can be changed inside a guide-way gap by shifting and turning of rail carrying plates which are separated for both sides.

Both lower rows, from A to C, are perspective side views to show that straight or bent rail segments can be displaced through levers parallel from the side (see A, in front) as well as door-hinge like clapped away (see A behind). At B, the bent segment is clapped downwards to make place for the straight rail segment (see C). The levers must, of course, be mounted in such a manner, that they are not touched by wheels. The overview, to the right, shows both adjusting functions of a switch with a double door-hinge for the bridging segments.

FIG. 69 shows, on a plan view, the detail of a wheel axis unit, in so far as applied for toys in a natural size. It is dealt with a lowering of a supporting wheel to the rail. At stage A—a plan view detail of the shaft mount is drawn enlarged below—, the unit is positioned in connection with the wheels (102) on a curve of the guide-way (22) during the supporting wheel (25) being engaged below to the outer prominent edge of the upper rail edge or rim. The disc, being hitherto used for supporting of the supporting wheel shaft (536) on the rail, is replaced by the roll (677) whose axis is swivelled with the shaft mount (545) and around it. The latter is connected with the wheel axis through the cross tie (480) which consists of two plates swivelling around a swivel hinge.

The shaft mount is drawn below again at a scale of 2:1. At the stage B, the shaft mounts were swivelled out around 90 degrees with rolls and supporting wheels; the rolls now are standing parallel to the guide-way and the supporting wheels are turned away from the guide-way. The arresting slide (510) for the fixation of the supporting wheel shaft is connected with the housing (130) respectively with the stilt and it is engaged, at the stage B, at the height position c, into the arresting notch which runs coiled from below.

To the right, side views of a supporting wheel shaft and of its surroundings are demonstrated, at stage A in a suppressed condition, at stage B in a raised one.

One ascertains that the swivelling movement of the shaft mount is effected by a torsion of the rectangular supporting wheel shaft in its end portion (demonstrated by the cross section, to the right). The lowering of the shaft was impeded (not shown), at the height position c, by the kink (see: as angle, to the left, on the cross-section detail) of the leaf spring (683) projecting from the shafts mount until, after the rotation of shaft mount at the height position b, the weight of the sinking vehicle drew the kink over the impediment.

To the left, beside B, in the longitudinal section, at a natural scale, a variation of the mechanism for the swivelling in of the roll to the rail is shown. The round supporting wheel shaft is sliding at the height inside a tube which is connected with the housing and is drawn down to the rail by the tension spring between shaft and tube. The shaft mount is firmly connected with the lower end of the supporting wheel shaft. The arresting tongue of the arresting slide is drawn upwards inside the long-notch, which extends over the shaft half, during the lifting of the housing and the supporting wheel shaft is turned by means of the guiding bolt, which is connected to a rigid tongue from behind and below with the shaft mount, projecting into a slant groove in the tube; the rolls and the supporting wheels are swivelled away from the rail by means of that guiding bolt. This is rendered possible by the initial arresting of the supporting wheel at the rail edge or rim. The tension spring remains tightened during the further raising of the housing until the release of the arresting slide. After the release of the arresting slide, the swivelling in of shaft mount to the rail is impeded by the leaf spring (683), a lock, which is released by the knitting on of a perpendicular prop to the rail. As valid for all such mechanisms, swivelling movements can be effected by auxiliary motors which are controlled by contacts along the sliding stretches or by distance sensors

To the right, outside. A variation still is shown of a distribution into two rolls with the effect that the rail not more touches the rolls if their axis stands rectangular to the rail.

FIG. 70 resumes to FIG. 64 and merely completes it through the slide telescopes (678) as it—without to be particularly named there—was already applied in FIG. 13 for the cabin (21), above, to render possible a guide-way change also in case of the guide-ways being arranged in palisades.

Above, to the left, at a scale of 1:30, a longitudinal section is given, below a plan view. To the right, in a cross-section, at a scale of 1:60, the implementation on a guide-way palisade is reproduced.

The cabin (21) was moved towards the left by means of the slide telescopes (676) during the guide-way contact was still conserved, the motor carriages (as transport members)—from which only one axis with wheels is represented—are lifted through the telescopic column (3) and brought in contact with the upper guide-way by means of the slide (5). The lower right rail represents a transition to a stand form of the vehicle or for a transition of such. The connection struts (679) to secure the stability are symbolized by angles. It was not shown, in what a manner the wheels of the cabin (21) are fetched to the left by the contraction of the slide telescopes (676)) and then in what manner the telescopic columns are lifted with the cabin and, finally, transported to the higher guide-way by means of the contraction of the telescopes of the slide (5). It is demonstrated that frames do not need to embrace the motor carriages as described in the prior FIG. 13, they could also solely frame the cabin and thereby being shortened.

Below, to the right, in the cross-section, at a natural size—again oriented on toys, but of which here again was thought less—rails variations A-F and their use. A-C relates to the increase of a sideward stability through a rail groove which, at A, takes up the wheel (102)—e.g. as U-rail (to the right)—, at B, the flange and, at C, offers the possibility of a better water drain through the additional rail (680). At D and E, it works about the guidance of the supporting wheel (25). At D, its friction should be diminished, during the guide-way change, by means of the small under rail ledge (681) which is under the broadened outer rail ledge. The application of supporting wheels could be avoided, if an appropriate depth of the grooves is chosen.

At E, the supporting wheel engages from below with the outer rail ledge. At F, ledges (it also could be wheels) engage from above and from below into a T-rail clamp-like closed around the rail through a swivelling bow (684) which is laterally mounted on a vehicle (not shown). Under the version with sleds, such with wheels is reproduced whereby the function of the wheels is taken over by the supporting wheels.

FIG. 71 returns to FIG. 28, above, to the left, and amplifies that by the representation of an implementation of the container units on climbing guide-ways. The transportation of freight container is represented in a longitudinal section, at a scale of 1:40, in the stages A-C, which relate to the lowering of the guide-way steps. The task is here solved in such a manner, that the left one of three containers has a swivelling lid; strutting the load; and that telescopic tubes are mounted between the lateral walls of the containers which are pushed together to such an extent as the guide-way steps are lowered. Above, to the left, as an amplification, a horizontal telescopic connection is represented between the lateral telescopic tubes at the area of the wheel axes (not shown), which permit the driving of the guide-way steps with an changeable lateral distance of the guide-ways. The small cylinders and pistons at the perpendicular telescopic tubes symbolize the possibility of the load distribution by a control mechanism according to FIG. 32.

FIG. 72 shows, above in a cross-section, at a scale of 1:40, the arrangement of two rail supporting pillars as half arcades or “harp bows”, not stepped but outwardly swung and fitted with cross struts for the guide-way rest. One of these is drawn, outward, to the right, suggesting a variation of use. It could preferably serve the passenger traffic because of psychological reasons. Against it, freights would be transport inside between the pillars. The rectangles symbolize cabins. Street interjections would be suitable places for the employment, especially in cities and towns. In the middle, also in cross-sections, the two stages A an B of a passenger transition are sketched from one cabin to another one in transfer towers. Differently to the procedures in FIG. 84 her not the driving aggregates or cabins are changed, but the seats are displaced (symbolically through a suspension motor on a gear rack). Up to the middle of the distance, the transport equipment of the left chamber puts an end to the change. To the left, in a cross-section, a pillar is visible being streamlined shaped for a better air leading off for leaving vehicles. Two lateral mirrors should weaken the ascertainment of the pillar from outside of the cabin. The cross-section, below, at a scale of 1:20, to the right, shall be such through a cabin the door of which can be tilted away leaving free the lateral exit as well as the one downwards (see the representation with dashed lines). The seats can be let down loose through a suspension rope device to the ground after the downward opening of the door.

FIG. 73 shows, above, a cross-section and, underneath, a longitudinal section, at a scale of 1:80, through a tubular supporting structure for lateral rail carriers. Overhanging cabins (21) are drawn as rectangles with dashed lines, the lowest one during the ascent (the cabin outline is shown with dotted-dashed lines). The cut carrier cross rests on plates which for their part lie on hollow spheres on bottom plates. Carrier ropes are drawn black at the place of their fastening; they are drawn as vacant circles at fixation points in loop formation. Cross bars connect across the rail carriers in distances (see the cross-section); they are drawn as black rectangles in the longitudinal section. Ropes are partially also eel-basket like tailed between the carrier crosses inside the tube which bears the rails together. The rails are carried from ropes like suspension bridges.

Below, in the cross-section, at a scale of 1:10, two parallel (in this case) guide-way rails are shown which overlap at the cutting site inside the rail area carrying vehicles and are longitudinally adjustable one against each other (symbolized by balls). The sleeper which connects these is born to the right and the left from wire ropes which may also be shiftable inside the guide channel.

Quite below, a plan view of the overlapping rail stretch is shown. Such rigging structures, however, multiply carrier tubes cross-linking side by side but also used with arcade construction shall catch up impacts by elasticity in areas which are threatened by earthquakes. The effect is still increased by elasticity between the transport and fastening means, which bear the rail slide devices, and the cabin (c. P. FIG. 67)—fire extinguishing installations can be kept ready on the carrier area but also near the guide-ways. For example, a tube segment is represented in the middle on the framing, quite above, in a cross-section. T

Besides, the longitudinal section shall demonstrate that this tube segment is outwards covered by membranes on both sides. Chemicals follow producing extinguishing foam, succeeded by pistons and explosives in the centre. The latter are brought to detonate by an ignition device (not shown) through wire or radio. The membranes are destroyed and the extinguishing foam is spread along the guide-ways. Such fire extinguishing devises could also be applied on any other guide-way framing as at arcades and all other kinds of fire extinguishing devices should be included.

FIG. 74 shows, above, in a plan view under the surface of the earth, at a scale of 1:40, a chain of guide-way carriers which are connected with one another through ropes or bars, but they have also corresponding lateral bracing with terminal anchoring. The guide-way carriers here are represented as in proportion thin tubes; but they could also be replaced by bars or other carriers. Therewith it should be highlighted that it would be more favourable to allocate the guide-way carriers in short distances, whereby their length is slightly to calculate the respective total expenditure for the different distances and carrier thickness according to the material constitution. The connections between the carriers are can also be used for circuit or distribution purpose up to the fire extinguishing.

At the cross-section, in the middle, at a scale of 1:35, the horizontal and the perpendicular legs as guide-way carriers cling step like to a bent pillar arcade. A higher stability is reached in this way with minor material expenses.

At the cross-section, below, at a scale of 1:40, a carrier arcade is represented by hatching that this arcade consists of a stepped earth dam. The lateral propping for the single guide-way steps thereby may be built of walls from the ground or of a kind of plaiting ore plates which may be juxtaposed against each other through ropes or bars inside the dam as represented through lines. Mainly the above represented variation is suitable for the application in areas with earthquakes or inundations.

FIG. 75 belongs, above, at a scale of 1:1, to the lateral adjusting of the pivotable motor carriages during the rail change; to the left, it belongs to general structural features.

To the right, in cross-section details, in the stage A und B, analogue to FIG. 14, below, to the left, the alignment of a motor carriage over a rail curve is explained for this purpose, four electric spoils as electromagnet (365) are used, which produce an electromagnetic field, when electricity is supplied by a battery (or line out of the rail net) through a switch, after the slide of the motor carriage (16) is extended to the next guide-way. The motor carriage (14) is settled in such a manner, that the vehicle may be sunk to the rails, by means of a perpendicular setting of the spoils on the iron rails (22,23)—permanent magnets could also be applied as electromagnets (365) in the model making—in charge of a turning in the hinged column (4) but also in the central joint of the motor axes (2) of the motor carriage (14). Naturally, a limitation of the axis rotation by stops is condition for it.

The horizontally oriented, a little reduced cross-section detail, below, relates analogue to the problem solution of the FIG. 13, above, to the right. The straightening of the vehicle axis, exclusive for the guide-way change along straight distances, may be performed either through a ledge (366) of an elastic material with the tendency to stretching, which is affixed to the left, but shiftable under the loop (439) at the motor carriage to the right and permanently strives for a straightening. Below, the tension spring between both vehicle portions accomplishes the same purpose.

Below, at a scale of 1:40, to the left, in a vertical section, a “motor carriage” but without its own drive because its wheel axes are set in rotation by the motor of a neighbouring motor carriage through a kind of cardan transmission. The graph around the motor (1) is derived from FIG. 11, above, to the left, but the motor has now the position of the compressor there and the transmission must be changed-over appropriately. The right clutch serves then to the coupling on of the wheel axes, the left coupling (which would be fitted behind the right clutch in reality) transfers the power to the axes of the neighbouring motor carriage through bevelled transmissions by interconnection of a telescopic column which lifted the latter.

It would also be possible to let a motor carriage drive by a hydraulic motor by the circulating pump of another motor carriage or to renounce the further motors and to complete the guide-way change out of the swing of the running without drive in idling for a short period.

To the right again, in a cross-section, the front portion of a multi-axle vehicle is shown to which a single-axle motor carriage runs in front on a guide-way curve. The axis of the motor carriage is thereby connected with the first axis of the subsequent vehicle through two lever arms and have a single turning point one between the others. It lies here on a square bar for the transparency—it should be replaced by a telescopic bar in reality—the lever arm of the motor carriage being shiftable in the level along them with a square bush. It may be spoken from a kind of crank, as the longitudinal section, besides, to the right, makes clear, because the lever arms are rigidly connected with the motor of wheel axes. The longitudinal section lets also recognize the lifting of the motor carriage up to the higher guide-way plane. The swivel axle with the lever arms are drawn enlarged over the cross-section. The coupling of the swivelling motion enables the adaptation to curves for single-axle vehicles and therewith shortening of the total length of the vehicle. A single sensor head (139) either at the motor carriage or at the rest vehicle adjusted against the proceeding guide-way distance is sufficient to enable moving away from the rails, e.g. before guide-way switches, supporting wheels at the vehicle portions in a different guide-way level.

In the functional stages A and B, still an additional wheel with wheel axis connection was shown at the lower motor carriage, which may be paired shifted under the upper motor carriage (stage B) by the raising of a telescopic middle axis (4, drawn as bar) being capable of align exactly and permanently the wheel axis of the upper motor carriages toward guide-way curves too. The drawn bar should be a telescopic column (4) which is raised to the upper guide-way (23) with the motor carrier. The guide wheel (541) is telescopically stretched forwards along the guide-way (22) in stage B and rigidly connected with the axis of the crank like lever guidance (570, to the left drawn as enlarged detail) with the upper motor carriages, so that the latter is adapted to rail curves. The sensor (139) controls against obstacles like switches.

Quite to the right, below, in the longitudinal section, at a scale of 1:2 still a “wind-switch” (456) is sketched consisting of a frame partially open behind and with an elastic membrane in front which is cambered and contacts the former by blowing by means of a tube. Current closing is effected being apt to operate another model function because the membrane and the frame are electrically conducting (the isolation of one from another is outlined by a small rectangular). Naturally, wind switches are mounted adjusted to the rear.

Quite below, the figure of a contact switch or “earth circuit closing” is shown, that is the triggering off of a switching function by finger touching.

FIG. 76 has been used to supply the solution of purpose with simplified instruments and constructive elements, mainly for the toy manufactory.

To the left, the upper row brings, first, a longitudinal section through a slide for the lateral moving out of rail slide devices, as it is perspective reproduced in the middle.

Outwards bent ledges are provided for the screwing on of the sealing plate—the screws are symbolized by the two triangles—, an inner ledge appropriately distant from the sealing plate for the insertion of the telescopic rails (108) as carrying slide frame. (Correspondingly, instead, it could be processed with cover area) Cross-section details through variations of a partial piece of a pillar arcade made of wire, metal sheeting in stripes, with their fastening foot follow to the right. It is possible, that it would be suitable, to produce the vertical members or carrier pillars for rail by die-casting, but the hobbyist could bent to right those out of wire or metal sheeting stripes (see to the right, below in a cross-section). Foot fastening in cross ledges would be favourable, which could be performed in a quite different manner. (The triangle shall symbolize fastening screws.)

The middle row begins with a perspective view from slant lateral to a simplified model housing of a motor carriage. The loss of a bottom plate (370) or at least a bread slot, which is open towards at least one side, for the dislocation of the wheels and motor axis is significant for the invention as well as at least partial loss of at least one side wall (369) as a passage for the slide (5). The camouflage as an already known and usable model vehicle by the screwing on or the pasting on of wall or bottom portions, which are destined to be removed, should be taken for a patent infringement. Likewise it should be dealt with the exposition of preset breaking, or saw lines for such a remote also using templets and instructions. Break-throughs and fastening ledges (368) as well as fastening nozzles or sleeves (393), at least partially one, for a rise-and fall mechanism should be valued as protected as well as slides, especially such with telescopic guidance (tubes or rails), as one of them is sketched as pulled out of the housing (371, to the left hand) drawer-like. Fastening ledges could lie in the roof area too, eventually projecting up over to a motor carriage.

Quite to the right in the lower row, in the vertical section, a vehicle model is exposed on a guide-way (22,23), which shows two kinds of supporting wheels (from which only one is necessary).

The supporting wheel, to the right, makes use of a continuous third upper and inner rail, which may be also a rope, and is in the stage A of the switching off; the lower supporting wheel meshes to the rail (23), also being in stage B. The swivelling in of the support wheel during the unilateral outer load with the change to another guide-way is effected by current supply of the respective electromagnet (365)—here connected with the repulsion of the poles—, whilst the moving back of the swivelling arm of the supporting wheel around its axis, being limited by a dog, is operated by a small pressure spring. The mechanism of the swivelling of the supporting wheel is drawn on the sidewall (369) of the perspective view, to the left, with vertical axis direction and magnetic spoil reduced in size; the side wall would be screwed on to the slide. The supporting wheel could also run permanently along a third rail, or a rope.

The magnetic spoil in natural size demands a trough (372, dashed-dotted rectangular) in the sidewall. The supporting wheel projected to the bottom portion (370) shall call to mind, that the swivelling in of a supporting wheel with vertical axis to the rail (23) is also possible horizontal up from the bottom e.g. from the motor compound machinery.

The horizontal dashed line (see the sketch quite to the right), which produces a rigid connection between the motor axis and the supporting wheel, stands for a solution, especially preferred at the toy model construction, which avoids the electromagnetic swivelling mechanism and to use exceptionally the tilting movement for the charging of the supporting wheel of the vehicle by one-sided loading after the prior guide-way being left off. Even the wheel flange at the supporting wheel may be omitted opposite the rail (23) and millimetre of the approach are sufficient. The supporting wheel (25) is located at the outside of the wheel (23), here in the stage A, because it must be counteracted to the tipping of the vehicle cross-axis; the electromagnet works as tensile magnet.

Quite below, to the right, we still find a longitudinal section, at a scale of 1:40, which shows roof rail segments (266) above a motor carriage (14) and the turning up of the subsequent segments way to the motor carriage (16) to the roof of the cabin (21) which is shown only in half. Underneath, in the cross-section, the motor carriage (16) is presented with the swivel arm for an additional roof rail reaching, to the right, up to the corresponding motor carriage (not more shown). The latter roof rail segment is swivelled in nearly again over the right roof rail of the motor carriage (16). Rotary rail joints are provided by means of transmission three of which are drawn as rings in function. The short dashed drawn rail segments project behind the motor carriage (14) nearly down to the guide-way rail (22) as this is the case when the motor carriage is lifted or lowered to another guide-way step. for the swivelling off of the roof rails of the motor carriages (14). Even the lower motor carriage will be slightly overlooked; also an evading of not timely totally braked vehicles over the roof rails is less risky. FIG. 82 acts over roof rails and gives further details.

In FIG. 77, above, to the left, in the vertical section, at the scale of 1:2, in the movement stages A und B, the variation of a slide motion of a motor carriage is shown above all with regard to the toy manufactory, effected by means of a pneumatically operated folded bellows (221) against a tension spring (113). The stage A may be effected by the release of the gas pressure by the influence of the tension spring.

To the right, above, in a cross-section, each shortened to the half, the application of a shear lattice (48) under the bridge plate (225) is shown for the supporting of the extending slide.

To the right, below, in the plan view, very diminished and highly schematized, a solution is represented for extending of the slide into both directions by means of only one push and pull device, i.e. a spring resilient folded bellows, with reciprocal locking with fixed housing wall or with the slide wall. In the basic stage A, the left bolt, which is shifted upwards, fixes the folded bellows at the housing wall, whilst the right downward shifted the folded bellows end is clamped with the slide wall. During compressed gas supply, the slide is stretched out to the right and stage B is reached. In the stage C, the slide is again retracted by the tension spring after the gas pressure was relieved. The bolt left there was then lowered and the folded bellows were solved from the housing and locked with the slide wall, whilst a locking with the housing is effected there through the lifting of the right bolt and the slide wall is let loose. When gas pressure is applied, the slide extends outwards to the left and the stage D is reached. (The side view at C makes clear still again that the bolt is drawn downwards from the housing and clamps now the dashed drawn slide.) The bolt (386) substitutes functionally the locking switch (81).

Self-evidently, the supporting wheels must be provided for on both sides to compensate an uneven weight, when the slides are moved out on both sides (not shown).

To the right, above, in a cross-section, at a scale of 1:80, the schematic detail of a folded bellows is offered e.g. inside of a slide for the lateral extending when pressurized gas is supplied, whereby the tension springs besides the folded bellows but they are also additionally tightened through tow-lines and idlers by means of tension springs outside or beside the housing. The general intensity of the draught may be thus diminished.

Underneath, a variation is presented for the application of folded bellows for the lifting of vehicles portions and for the lateral extending out of slides, to accelerate these dangerous phases. The conduction of two compressors may be also compensated by a specially powerful one. Both bellows systems are fed simultaneously by compressed gas through the sliding valve which is presented in a simplified way. The retaining latch (43) which is adjustable at a screw prevents the standing folded bellows to expand below as long as the pressure inside of the bellows overcomes the spring pressure of the retaining latch. Then, an explosive partial unfolding and thrust effect ensues. The motion release of the horizontal folded bellows is brought about by the retreat of the bolt (49) by means of a Bowden cable. The folded bellows overtake herewith partially the storing function of a compression capsule as it is described in FIG. 15, above. (The necessary guidance of the folded bellows to avoid a lateral evading before the retaining latches has been dashed outlined here as telescopic bar.)

Quite below, to the left, a safety valve is visible in stages A and B with reverse communication to the computer by current interruption between the poles +/−, when the stopper (264) inside of the folded bellows, expanded by gas pressure, is pulled away by the tensioned chord from the metallic surfaces. The length of the chord may be adapted to the guide-way gauge from outwards at pins for the terminal ring.

To the right, the detail in the longitudinal section shows a compressor with tube connection over a gas reservoir and a throttle valve belongs to a supply device for the folded bellows, to the left, below. The application of a pressure gas case (e.g. with CO2) without compressor, of course, is also possible.

In FIG. 78, above, to the left, in a longitudinal section, at a scale of 1:1, through a motor carriage and underneath, in a detail, in a partial cross-section, a valve is demonstrated, which is also apt to supply by means of an auxiliary motor (50) with only one compressor all eight folded bellows—correspondingly to FIG. 36 (see above)—for the guide-way change up to both sides and one over the other through hoses. But a circulation pump is presupposed, which works with pressure and suction. The valve sliding tube (302)—over the firmly standing inner tube, closed in front and fitted with a lateral hole—has in equal distances four bores, from which nipples project to hoses. The ramification of those relates to the supply of each of two motor carriages, which functionally work together. On the screw, which is driven by the auxiliary motor (50), the nut being fixedly connected through the spring bridge (300) with the valve sliding tube shoves the latter with each screw turning either to the right or to the left depending on the turning direction. The valve sliding tube is secured against rotation because the hose nipples being retained at the slot (304) in the ledge and moving along to the inner tube, which is connected with the compressor—respectively with the pump, which works blowing or sucking accordingly to its running direction—and opens with a hole between two seals of the valve sliding tube into the space between the tubes. These seals are inserted between the nipples of the valve sliding tube being dislocated with the latter. The motor movements are controlled by means of electric sliding contacts under the spring bridge (300) or by contacts at the area of the folded bellows as success organ or by electronic measurements of the rotational number. The presented tables correspond to a running up of the program for the direction of the motor revolution, The point of the triangles indicates the thrust direction of the valve sliding tube, the bows the reversal of the direction. Plus (+) indicates the application of pressure, minus (−) the switching on of suction. The starting position is figured over the dashed-dotted drawn perpendicular line. The spring bridge pushes against the round nipple of the slide (301) and takes it along; this nipples also serve an overriding latch, so that the slide can be also shifted in the counter direction. This slide motion may be transferred to the bolts (38, see FIG. 5) at the slides (5) by means of Bowden wires causing the moving out direction of the latter, either to the right or to the left.

Above, to the right, (quite small) as a variation, a valve expansion is still sketched with the help of which a double running pneumatic piston is apt to displace the bolt (49) upwards and downwards; the Bowden wires would be then replaced by hoses.

When only two motor carriages are laterally stretched out, then the application of two independent compressors without valve is sufficient, that is for the elevation and for the lateral movement of the slide. Of course, the inner tube could be also moved at the valve the outer tube standing thereby firmly; the transmission is omitted at the auxiliary motor as customary.

To the left, below, in the longitudinal section, at a scale of 1:40, a cabin is shown only with its left motor carriage for the purpose of demonstrating the drawing in of the hose connection between the rotation valve (see FIG. 36) and the horizontal folded bellows in the motor carriage. This is brought about by a string being fastened over an idler at a tension spring whose other end is fixed on the housing. (The string fastening at the hose is marked with a black arrow.)

As shown in the schematic cross-section, underneath, the hoses lie with their pulling devices—only the left-one is explicated—inside of lateral division separated from the vertical folded bellows. Over the longitudinal section, in the functional stage B, the area around the compressor and rotation valve is drawn. One apperceives the crossing over of the hose bridges at the exits which correlate to the functional reversal during the guide-way change of the vehicle.

To the right, below, in stage B, likewise at a scale of 1:40, the vertical folded bellows are moved stretched out and the necessary hose segment has been won by drawing out.

Above, likewise in the longitudinal section, at a scale of 1:20, a drum is offered on which the hose is wound up towards the motor carriage and it is apt to rewind them by the leaf spring coil (322).

With FIG. 79 the problems of the valve control are resumed especially since nearly all compressors customary for the trade work for pressure and not for suction. In the upper half, in about a natural size, longitudinal sections are reproduced through a valve which consists of sliding tubes, below, at a scale of about 2:1 a radial shaped valve follows as a variation. The compressor (15) is figured too small and shall be understood as a symbol.

The more frequent there and backwards running of the sliding tubes is now avoided in the upper example because in the movable inner tube the division of this is performed by a diaphragm whereby the pressurized gas supply results from the right-side half through the feed hose (430) from the compressor with an opening toward the fixedly installed tube; with two switching steps follows the re-ventilation opening in the tube segment to the left. Annular seals are mounted around the inner tube which are moved with and tighten the openings in the outer fixed tube as programmed.

To the expansion of the vertical folded bellows for the lifting of the motor carriages at A follows that of the horizontal folded bellows for the sideward movement of the slides at B. (The conditions of the folded bellows are little indicated each over the longitudinal sections through the valve.) In stage C the ventilation opening reaches the line a to the vertical folded bellows, in stage D that to the horizontal folded bellows with which the guide-way change of the vehicle is executed.

At the right side, the stages of a descent of the vehicle is figured from the upper to the lower guide-way. For that, in stage E, the horizontal folded bellows is connected to the compressor, in stage F the vertical one; the reverse of the succession follows from the pole change of the auxiliary motor and the motion reversal of the inner tube to the left. In stage G, the ventilation opening is led past to the line junction c to reach a reverse of the succession even for the ventilation of the folded bellows and in stage H, led past that at d, which are connected across with the lines b and a. An intermediate position for the ventilation opening without line lies between a und c.

Under I and J, the possibility of an additional pneumatically driven operation function is drawn For the re-ventilation, the inner tube is shifted to the left so far, that no annular seal is lying behind the line derivation so as the air is not hindered to escape.

Under K and L, the possibility is pointed out that a fork is fastened at the end of the inner tube meeting the terminal button of a rod which a further movement transfers to the valve piston (431) by linking the former shifting in its cylinder over the outer tube, to the right and outwards, when the shifting motion of the inner tube to the right is continued exceeding the line derivations at the outer tube.

Under K, the valve piston lies to the left in the cylinder between the line passage between compressor and second folded bellows system (not shown) while the gas flow is supplied into the gas feed hose (430) at the end of the inner tube, this gas feed hose, of course, is longer and must be able to follow with the movements of the inner tube.

Under L, the valve piston lies shifted to the right over the passage openings for the pressurized air into the described bellows system while the flow passage for the second folded bellows system is let free. When the inner tube is farther dislocated to the left, the clamp (432) at the inner tube leaves the button at the linkage to the valve piston whose cylinder is attached at the fixed standing outer tube.

To the left, towards the middle, the functional stage A is repeated and shows that the shifting movements of the inner tube may space saving ensue through a spindle in the tube centre. A gear wheel which is cap-like, secured against lateral shifting, turns for that at the end on the outer tube driven through a transmission by the auxiliary motor (50, c. p. FIG. 10, above, to the left). To the right, signal wires are outlined by vertical lines projecting from contacts from the inner side of the outer tube which transmit control impulses for the control of the auxiliary motor to the computer (198, see below) through metallized annular seals when these pass the contact.

Below from the middle, in a longitudinal section, at a scale of 2:1, a radial arranged valve construction is proposed for space saving which does not need directional change or motor pole reversal.

Inside of a fixed standing outer ring (433), the large gear wheel (434) which is attached at the same axis—it has been dislocated downwards for elucidation as the clamp shows—is driven on through a transmission by the auxiliary motor (50).

A helical compression spring props at this large gear wheel which also bears the axis bearing for the inner ring (435) with a slight oblong (oval) fork for the latter by means of a supporting croce therewith slightly approaching the axis and with it the half of the inner ring in each case in the fission space to the outer ring to the outer ring, permanently following up to the turning.

To the left, in a vertical section, at a scale of about 1:1.1, a valve drum and gear wheel with toothed rack are represented again, the gear wheel doubled and with its own axes enclosing the inner ring and bearing the axis of the latter through the helical compressions springs on pins (black drawn, all this in singularity of each side).

The sliding bolt (437) which is fastened at the supporting cross of the large gear wheel serves for a pulling in to rotation embracing with a roll tipped fork the supporting cross of the inner ring.

Over the auxiliary motor (50), still an axis variation is shown, at which a bearing bush (454) is used instead of the sliding bolt (437) and which is rotated with the large gear wheel and drawn with having an oblong slot, on which the axis of the supporting cross of the inner ring rests. A driving arm projects over the bearing bush away into a bore in the axis of the supporting cross and turns it too. The bearing bush around the feed hose is rotary, exchangeable and tightened in itself by an O-ring. Both hose ends are glued with the bush shells. The compression spring works permanently maximally into the direction of the gas outlet opening in the inner ring.

The hoses for the function lines for the supply of the folded bellows begin with terminal sockets which prevent a drawing out the bores of the outer ring and simultaneously serve as sealing element towards the inner ring. The elastic inner lip ring for the reinforcing of the seal when pressure works out of the area of the functional lines, is facultative.

To the left, above, a hose nozzle with socket is drawn enlarged. The inner ring has only two bores: one into which the feed hose (430) for air from the compressor is firmly inserted and a bore for the air outlet in distance of two switching steps. The large gear wheel meshes below into the toothed rack and dislocates it and therewith the spring bridge (396, c. p. FIG. 78, 300) which takes with the head of the slide (301) also within a valve free turning sector (not considered here) and is able to operate an additional function—in this case the bolt (49) at the folded bellows. The passage of the head ensues in the end positions of the bolt also during the backward movement of the toothed rack into the starting position (which may be also brought about by a second shifting procedure under change of the rotation direction of the large gear wheel).

One or multiply switching processes may be ensued without an extension of the total working distance by the reversal of the running direction in such a manner that bolts with rounded heads are just over-run without effect in terminal position in a normal rotation direction. Such a switching bolt (301′) which is to operated by the bridge spring (300) have been drawn above.

The slide of a preferred variation of such a switching bolt (436) whereby the spring bridge (300) is fastened at the inner ring is drawn to the left with dashed lines. Such switching bolts may be also fitted tangentially to the outer or inner ring or apart from it without toothed rack to the inner ring and may be operated by spring bridges from the inner ring.

One or multiply switching operations, may be activated, simultaneously or successively, by reversal of the rotation direction without an enlargement of the total distance by thrust working, while bolts are running over round tops or heads in terminal position without effect. In such a manner, the simultaneous locking of doors and the drive of the motor compound machinery with the slide may be distributed to three such switching bolts with power balance; an obligate directional change of the inner ring after each switching cycle, as inevitable by the application of the toothed rack, is avoidable in such a manner.

Further switching bolts, here the longer (438), may be concentrically added outside. A control wire leads to a control lamp on the computer reporting the position of the leaf springs by switching bolt contact. The vertical section detail of both rings and switching bolts shows the bow-like evading of the leaf springs which operate the switching bolts independently out from the inner ring.

Still another wheel with wave profile is taken with common axis except for the large gear wheel; to the left, below is demonstrated only a portion of its rolling up with a spring biased locking ball (at this place too narrowed for the demonstration of the counter bearing of the spring), which transfers through conductive areas in the wave trough the stabilized mechanic switching condition to the computer.

A functional control of the auxiliary motor would be possible without computer using the contact messages also of each folded bellows after its expansion (c. p. FIG. 77, below, to the left) and at each collapse (see the drawn in contact closing by nearing of the fold beneath the horizontal folded bellows) also in connection with the evaluation of the guide-way contact of the rail slide devices (c. p. FIG. 26), but one will not renounce to the known electronics.

To the right from the compressor (15), the more favourable solution is shown that a leaf spring is lifted by the wheel with wave profile and effects an electric current circuit conclusion outside the wheel time being able to be evaluated at any time when the leaf spring is sunk into a wave trough.

The functional running up for the gas stream control during turning of the inner ring uses again the crossing of lines (c. p. FIG. 78, in the middle, above) for the reversal of the succession; the dashed-dotted drawn bows shall remind to the follow-up of the re-ventilation openings—and is to be understood as follows:

A: The feed hose (430) stands over a and causes the expansion of the vertical folded bellows, while the ventilation opening over g relates to the other switching cycle and does not influences its folded bellows collapse.

B: The feed hose stands over b and causes the expansion of the horizontal folded bellows; the ventilation opening over h has no importance, both folded bellows remain blown up.

C: the feed hose stands over c the nozzle of which is closed and without importance; while the ventilation opening over a effects the collapse of the vertical folded bellows.

D: The feed hose stands over d, but its nozzle is closed; collapse of the horizontal folded bellows ensue through the ventilation opening over b.

E: The feed hose (430) stands over e and causes the expansion of the horizontal folded bellows, while the ventilation opening over c relates to the other switching cycle and does not influence its folded bellows collapse.

F: The feed hose stands over f and causes the expansion of the vertical folded bellows; the ventilation opening over a is not important; both folded bellows remain blown up.

G: the feed hose stands over g the nozzle of which is closed and not important; through the ventilation opening over h lets the gas out of the horizontal folded bellows.

H: The feed hose stands over h, but its nozzle is closed; collapse of the horizontal folded bellows ensue through the ventilation opening over f.

The second cycle for the two other folded bellows pairs correlates to that of the first and has been not further executed therefore.

For the climbing over to a guide-way of the same level as shown at the left (vertical) folded bellows, the current supply for the compressor or its control may be effected through a line +− on a metallic pin inside of a non-metallic supporting tube which is interrupted when the folded bellows is blown up first a little, thereby the pin being lifted and the vehicle being raised a little. The lowering of the vehicle to the neighbouring guide-way will be operated controlled by success after a lateral shifting by the other folded bellows.

FIG. 80 shows above, to the left, in a frontal view, a vehicle detail of a vehicle cabin (21) according to FIG. 40 whereby only one stilt is driven from a movement compound machinery instead of a stilt pair. The stilt ends on an angle arm (386) with wheels for both guide-way rails. A supporting wheel is swivelled on sideward by means of a hinged joint with an auxiliary motor. The guide-way is shown in the cross-section, the scale is 1:1.

To the right, again in the same views, the functional stages A, B of the sinking of a motor carriage (14) according to FIGS. 1 and 2 are projected over one another; the adjustment of the latter over the rails ensues by means a tongue closing of two supporting wheels at shafts which are adapted to be sunk in rotary mounts. A bent rod serves as an obstacle for the rail support as it is drawn to the left for the stage A before the settling of the wheels (102) on the rails and to the right for the stage B: Because the motor carriage stands first about displaced to the right, the left shaft will have earlier rail contact as the right one inducing the correction of the position of the vehicle longitudinal axis

In the example below, only the right side of a motor carriage is drawn with the appertaining rail, this is done again in the sinking stages A and B. In front and rearwards, lateral oblique placed shaft mounts (cp. FIG. 40) are fixedly installed on the motor carriage (one of these is shown) in which shafts are shifting with two cross bars at about the end. The upper cross bar serves as an obstacle for the rail support, the lower cross bar (399) claws, at the stage B, from bellow the bottom edge or rim of the rail and could be replaced by a supporting wheel. The lower rail detail with shaft end, to the right, elucidates that the grasping over of the upper cross bar over the inner rail edge prevents an evading of the vehicle to the right, with the result that unilaterally placed shafts would also be sufficient, also without support wheels. The lower rail detail with shaft end, to the right, demonstrates that the same result could be also effected by the clawing of the lower cross bar under an additional outer rail edge.

In the middle, in a longitudinal section, at a scale of 2:1, a screw cylinder (426) is shown which is tightened closed by a lid containing a pressurized gas capsule (428) with CO₂. A screw projects against the soft iron filling of the gas capsule which has a factory-finished drilled bore channel closed by plastic or a kind of wax. A heating pin (427) with heating coil clings to the screw. The line (429) is led to a heating wire loop in front of the gas capsule opening, it is activated for the capsule opening. The line (303) leads to the heating pin (427) with a heating coil. The heating of the latter restricts the gas escape through pressure on elastic bloc at the end of the screw. The gas delivery through the gas outlet opening (11) may be controlled in this manner. Cooling fins (267) promote the thermodiffusion.

To the left, under the pressured gas capsule, in a cross-section, at a scale of 1:2 (in the case of an application as toys) is shown, that the stability of a vehicle against the tipping off and the stability of the rails against bending through can be increased in this way that a rail hugs a wheel nave and then turns up U-shaped against the inner wheel flange. The last bent could also be omitted. To the right, as an alternative solution, only a right wheel is drawn whereby the turning up of the rail can support the inner wheel flange at the tipping off of the vehicle. The solution through rail grooves from FIG. 70 is continued herewith.

To the right, under the gas capsule container, a catching device at a guide-way terminal is shown, above in the stage A, in a longitudinal section, below in the stage B, in a plan view, both at a scale of 1:2. Two tubes are fastened on the end of the rails (22.23) inside of which the rail bow (389) is shiftably retained from the tension spring (drawn as curved line) and has upwards a hook, which is apt to enter into a line funnel-like opening (362) on the head of the motor carriage (14). If the motor carriage is failed in doing to be stopped before the guide-way terminal, the rail bow is taken with against the tension spring and is drawn out. This movement may be restricted by the catch rope (381). When the latter is lengthened, the rail bow bars leave both tubes and the catch-rope (366) comes in operation, which connects the sliding sleeves (390) with the tube ends (only one of the two has been demonstrated. In this manner, the precipice of the vehicle is mitigated.

Otherwise, a net is tensioned as a kind of hammock from the rail terminal to the next pillar, as sketched quite below in the plan view.

Supporting ropes as on a suspension bridge may be applied (c. p. FIG. 31), but they limit the guide-way change by the vehicles.

FIG. 81 explains, below, in a longitudinal section, at a scale of 1:1.5, a partial model vehicle composed of four portions formed out a single mould (three of these drawn) follows and above a cross-section. To the right a telescopic extractable rail for the slides clings, at a scale of 1:6, in a longitudinal section and above a rail portion in a cross-section, at a scale 1:3. The longitudinal section through a motor carriage, to the right, at a scale of 1:1.5, belongs to the vertical section above and deals with the mechanism for coupling on of the motor compound machinery to the slide which extends towards both sides. To the left of the vertical section, a cross-section to a variation is shown and to the left from the latter a coupling mechanism in the stages A and B, in a vertical section, at a scale of 1:3.

The detail, quite above, to the left enlarged to the scale of 4:1, in the cross-section, reproduces a roof rail, under the enlarged outer rim of this the security roll as supporting wheel (25) is swivelled in through a swivelling arm around the swivel joint (166) by tension force from above.

This protection mechanism against a lifting up of the vehicle from the guide-way shall be also automatically activated at a vehicle which is passed by another vehicle over the roof. In a side-view, at the scale 6:1, a security roll as supporting wheel (25) for a toy vehicle is demonstrated which is fastened by the clamp (173). Further to the right, a rail cross-section is shown whereby a tracer (442), swivelled under the outer rail rim, overtakes the function of a supporting wheel.

To the right, still a rail with an inner laterally slanting is shown at which a supporting wheel is swivelled in obliquely from below being then able to overtake apart to the function of the above described rolls.

Quite below, in a longitudinal section, at a scale of 1:1.5, follows a model vehicle which is composed of four portions (from which three are figured) drawn out from one single mould; over the longitudinal section, a partial plan, view is given and subsequently, to the right, in a longitudinal section, at a scale of 1:6, a telescopic rail for the slide and above, in a cross-section, at a scale of 1:3, a rail portion are shown.

The longitudinal section, to the right, at a scale 1:1.5, through a motor carriage, belongs to the vertical section above and deals with the mechanism of the coupling on of the motor compound machinery to the slide which runs out to both sides.

To the left, besides of the vertical section, a variation is given in a cross-section and to the left, in the vertical section, at a scale 1:3, a coupling mechanism in the stages A and B.

A solution worth the money was searched to produce motor carriages and cabin or middle piece of the vehicle with a marketable design out of one mould and to core along the longitudinal axis. Two portions are then screwed with one another with facing excavation for the middle piece and held together through the clamp (173 between two telescopic rails. The lateral rear portions are let free for the slide motion in both directions across to the running direction and outwards covered up by door sheets (335) being stuck or screwed at the end of the folded bellows. The latter, but also the carrying struts (336) at the vertical folded bellow, above, from the middle piece to the motor carriages (the right one has not been drawn) could be punched out as well as the joining plate (371) which is led bridge-like over the carrying struts and at least fastened at housing of the motor carriage and rotary around the axis (337) screwed into the bow of the middle piece. The joining plate could be also produced of the same mould and cut up rearwards if needed.

Instead of the cross plug-in into the mould for the openings above in the middle piece for the vertical folded bellows hole millings could be also made.

Only two perhaps from eight tension spring strokes or traces are demonstrated as means to bring back the slides with the horizontal and vertical folded bellows after a stretching out, one stroke for each direction. The idlers for the spring connecting ropes are fastened in the middle at the partition wall (290) between both halves of the middle piece of the vehicle, the functional concept relates to the one described in FIG. 77, second row from above, to the right.

Only two diagonally arranged spring tension distances have been drawn for the sake of clearness. Especially in the cross-section, it is to be shown, that, to the right in front, a spring stroke is strained by pressure being contracted from inside, supplemented by a sleeve guidance from outside and a bar guidance from inside. A tow rope leads from there through a bore in the joining plate—as double lamella, something distracted to the right in the cross-section, above—outside on the firmly standing idler (as shown to the right, below, in the cross-section) through between the door roll pair passing the firmly standing idler to the left to the smaller tensile spring block which is fastened above (in the cross-section) at the housing. The longer spring blocks lie in the double walled roof area, as the matter stands with the tensile spring stroke for the same door diagonally situated to that just mentioned, to the right, below, (in the longitudinal section) being connected along to the folded bellows (in the cross-section) over idlers inside the joining plate (in the longitudinal section) in the roof partition with the longer tensile spring stroke. The tow rope runs back over the firmly standing idler to the left (seen in the cross-section) over the door roll pairs and the firmly standing idler to the left between the door roll pairs to the longer tensile spring stroke, to the right, above. It is collapsed in such a manner that all spring strokes bring back the slide extended in both directions again into the common starting-situation. The double walled bottom is can be used to install springs into the motor carriages, whereby springs, which are coupled together to parallel lying strokes by means of a bay because the shortening of the length, work through a single rope, as shown to the left.

Compressor (15) and rotation valve (see FIG. 79, below) could be also installed in the motor carriages. (the hose connection have not been drawn, the electric wires could be inserted inside of the hoses along wide distance, particularly where these are drawn out from the middle piece during the elevation of the motor carriages. (At hydraulic lifting, one might wind the control lines around the cylinder.)

The example of a telescopic rail as it is drawn to the right, above, tries to come out with an uniform u-rail-material and flat ledges by slot conducting for rivets. U-rail segments may be also glued or soldered over one another by pairs (not figured).

If the slides extend in both directions, not only bolts (38, c. p. FIG. 9)—here through Bowden cables—must be reciprocally operated but also locking devices (356) at the fixing plate (383) for the motor (1) which is carried from the angle pieces (361) which are fastened each behind the door at the folded bellows.

To achieve that, to the right, over the figure of the telescopic rail, in a vertical section through the slide of a motor carriage, it is represented as the latter—here on two rolls—embraces both angle pieces from the fixing plate for the motor with two gallows fitted with rolls, both angle pieces lying over one another and fitted with rolls.

From both U-bolts (as locking device, 356) on the fixing plate, the lower one with the angle piece fork upwards is shifted in to the left, below, and end of the angle piece to the right, is meshed in the fork, while the U-bolt to then the left is retracted from the angle piece fork to the right, as it is elucidated below in the appertaining longitudinal section. The angle pieces are borne on rolls against each other and mutually pull out telescopic prolongations (not shown).

To the left; in a cross-section, the variation presents the angle piece lying next to one another. From the appertaining locking devices (328), here spring biased hooks, only one is shown in the functional stages A (free) and B (meshed) are shown. The locking of both angle pieces occurs, of course, mutually as in the upcoming variation.

FIG. 82 shows, above, to the left, in a longitudinal section, at a scale of 1:10 with a large shortening of the length, the telescopic threaded tubes (262), which may serve over the motor drive of the toothed gear for the push-pull device instead about of the hydraulic pistons (FIG. 9) or pulley blocks (FIG. 10,10).

The resting figures serve for the explication of a vehicle equipment with roof rails, over which other vehicles running upon are capable of making away for emergency cases or for playing purposes.

To the right, above, at a scale 1:40, a cross-section is given through the plane which is defined by the dashed-dotted line of the longitudinal section lying underneath to the right, above, besides the cross-section, a detail of the roof rail is enlarged to the scale of 1:20. In the middle, under the longitudinal section, which is shortened a little at the right side, and to the left the appertaining plan view, at a scale of 1:80.

The upper half of the upper plan view demonstrates the roof rail segments in the stage subsequent to the lateral shifting (A); the lower half showing the roof rail segments after their displacement towards the middle. To the left, at the same scale, a cross-section of a vehicle on a pillar stairs is shown with a further vehicle on the roof rails. To the left, schematically in the longitudinal section, a variation is presented of a temporary retreat of the roof rails by tipping up and to the right only in a detail of the roof rail folding.

As in the longitudinal section recognizable, the vehicle is in the stage of raising from the guide-way with the rails (22) to the guide-way with the rails (22′). The telescopic column corresponds in its inverse position (the inner tube downwards) to that one in FIG. 14. The motor carriages (14) are elevated and brought to the next guide-way by the slide (5); they are arched by the longer roof rails (402), which project down with their ends nearly to the guide-way rails. The shorter rails (403) belong to the motor carriages (16) which show only one wheel axis exceptionally for simplification, while even four wheels and the hinged joint (414) are always suitable. The shorter rail has on both sides a rail interjection at the extended slide of the upper motor carriage (14) for the passage, whereby the left roof rail segments (406) are displaced outwards next to the cabin (21) by means of the cross telescopic spiral tube (405), the roof rail segments (419) on the right likewise and still far outwards.

From the plan view, to the left, it is recognizable in which manner this is operated by a motor (not shown) which drives all four cross telescopic tubes at the ring gear (407, c. p. FIG. 6) from which each of two have different thread pitches of their spiral notches.

The upper half of the figure reproduces the stage A of the lateral shifting of the roof rail segments, the lower half of the figure corresponds to the stage B of the shifting back of the roof rail segments. The long stretched large telescopic spiral tube (405), in middle-position, displaces the roof rail segments by the cross telescopic spiral tubes and it is thereby held in the middle by the screw sleeve (408) through the fastening of the latter at the slide. The motor (not shown) meshes in the rim of gear (410).

The detail, below, shows the rotation cap (409) which turns freely around the large telescopic spiral tube, holding a bush for the cross telescopic spiral tube which is turned in it through the rim of gear (410).

Quite below, to the left, besides of the just explained detail for the adjusting of the telescopic spiral tubes, a solution variation is shown in which the roof rail segments are pulled draw-bridge-like upwards around the hinged joint (414) by a kind of rope circulation (as described to FIG. 10) and let down loose again. The large (28) and the small rope drum (29) are driven by a motor on the same axis. The auxiliary bar (413) lateral of the roof rail with doubled rope sheave at its free end becomes a rotation impulse through a step motor, first clockwise, and is then set up through the tow lines.

To the right, below, the variation shows only in detail in which manner the explication of a roof rail accordion-like in segments is possible by joints among the formers and by the tow rope (415) which is drawn through lopes at these joints, whereby each second joint has been let out. The stretching is made possible through tow ropes (411, 412), which are led from each led out joint between the folded up segments over a sheave, which hangs at a rope end of one joint and is connected with the next joint by a spring. When the rope ends at the respective joint fetch the latter downwards by tension with shortening, then the segments are stretched and the spring are drawn out. The third tow rope (415) serves pulling on of sliding bushes against a slight spring tension and then to pull these sliding bushes over a short lever in the elongation of the neighbouring segment and to bolt the respective joint, what is sketched, quite to the right, in the stages A-C. (This is done, of course, not upon the roof rail but underneath, as the joint at the rails not rise above the rails, but are dislocated upwards at connecting pieces and angle bars.) At the cross-section, about below, to the right, at a scale of 1:40, a half arcade with guide-ways and two vehicles is shown. On the second guide-way step is a vehicle on whose roof rails stands a second vehicle. One may recognize that it is rendered possible in this manner to climb over to the uppermost guide-way step by a lateral slide movement.

FIG. 83 reproduces schematically, above, to the left, in the cross-section, at a scale of 1:16, a kind of guide-way bank, a bridge with horizontally resting guide-ways, one next to another, on the second guide-way plane; underneath this, a fastening clip (394) is shown as toys, at a scale of 1:2, and the appropriate plan view, at a scale of 1:4; the appropriate wire bow follows, more down, at a scale of 1:8; quite below, to the left, I deal with a rail clamp fitted from below, and to the right of that with catching devices instead of a buffer stop; in the remaining, still the invention is calculated again to the toys model construction and, of course, with possible plastic pillars as rail carriers, and these being adapt to be decomposed in partitions.

The schematic cross-section, quite above, to the left, shows a kind of a guide-way bank with the effect of a broadened sleeper with supports instead of a railway embankment. In the middle, a guide-way segment is lowered as switch (shown as dashed lines, c. p. FIG. 29, in the middle) from a higher staggered guide-way; to the right, a further switch lead downwards to the stand spur. Both guide-ways may be continued in a curve thereby crossing the guide-way bank. Except for the possibility of a lateral guide-way change without switch, the possibility is given, in such a manner, to collect bending vehicles to a frequented place before such a switch without a change to outer guide-ways.

The fasting clip (394), which is shown, below of this, in a cross-section and a diminished plan view, serves for the connection of the wire bow as guide-way carrier with one another by a cord or wire with terminal loops. The latter may be hung in the hooks, which is screwed in the bent sheet metal of the fastening clamp, making possible to connect two neighbouring wire bows. The terminal wire bows must be fastened each on fix points to stabilize the carrier ensemble.

Mainly in longitudinal sections, to the left, above, at a scale of 1:3, a stepped piece, bent piece and stretched piece as structural components are reproduced and plugged together here as components of a pillar fitted for four guide-ways. The stair steps have settlements (see the little detail of the wire bow, to the left, above) and/or projections to secure the exact lateral distances of the imposed rails. The joining sleeve (374) between the lowest stepped piece and the foot ledge is shown in the middle, to the left.

The ascending leg of the stepped piece has fastening ledges for an additional rail or rope. On the back, a nap pin (373) is fitted, which facilitate the fastening of the rails (e.g. with the use of a circular rubber cord too) and could be diminished.

Under the stepped piece, cross-sections are presented. Marginal ledges (377) on the respective outer adapting piece with a window permit the elastic tongue of the shifted-in-piece to insert beyond the margin of the window without being opposite e.g. a lying on the bottom.

Plates may be also used instead of stretched pieces as a standing support, which may be fitted with taking up of wedges (378) with or without arresting tongues for the shuttling struts and are pointed against each other. Instead of the lateral sliding into the point, the use of overlapping plates comes in to question, which are connected with one other with a kind of snap-fastener (379) as shown as variation B.

Pressure is exerted against the wedged lamella under the elastic tongue (380, quite above, again drawn enlarged) to solve connected stepped pieces.

Under the overlapping plates B, to the left, the core of a casting mould is represented (shortened on the break lines) for the production of a folded bellows; the embracing moulds result inevitably from their shaping and are not shown—except of for an outlining around of the annular notch (376). In such a manner the supply hose, to the left, may be produced in one piece from proper materials as BUNAN or PVC having an annular notch (376) for the inserting of a fastening clamp an at the end an outwards projecting flange (416). The mounting is essentially facilitated by that, as the hatched wall portions and the screwed on fastening ring demonstrated at the right end. (The annular notch has been drawn enlarged above.)

To the right, i.e. below, in the middle, two stepped piece (375) are shown as a variation, in a side view, at a scale of 1:6, having a hawk on each end and a sliding sleeve to be connected with one another by an elastic tongue with wedge projecting from the plugged in piece and engaging into a slot of the up-taking piece (the lower stepped piece being drawn in dashed lines). Pressure is exerted against the wedged lamella under the elastic tongue (380, quite above, again drawn enlarged) to solve connected stepped pieces. The connection portion is drawn out as a detail at a scale of 1:3.

To the right, below, in a longitudinal section, at a scale of 1:6, is still shown, that rails may be mounted perpendicularly over one another in palisades with the same inserting technology; respective two guide-ways are fitted next to one another in the demonstrated example. The “H”, which is inserted in the stand foot, shall be a unique element and shall be working as an adapter plug.

To the left from below, guide-way clamps (382) are suitable, because the rails are suspended freely out of the pillars. Below, in cross-sections, two variations A and B of such rail clamps are shown closed around sleepers (hatched drawn). The first (A) is clicked in from below, the second, lower (13) is screwed together with a key through a bore (see the angle piece). Supporting ropes may be applied as at a suspension bridge (c. p. FIG. 31). Suitably, the guide-way clamps (382) are connected with one another by a kind of u-rails for a horizontal stabilizing (see the small cross-section, to the right).

A catching device at a guide-way terminal and catching up nets being stretched between the guide-ways according to a kind of a hammock were not shown any more. Supporting ropes like by a suspension bridge may be applied along to the rails (c. p. FIG. 31/28), but they limit the guide-way change by the vehicles.

FIG. 84 affords an insight into the servicing of passenger vehicles and their quickly resetting with other motor carriages and drive means.

Above, in the lower half, to the left in the longitudinal, to the right in the cross-section, at a scale of 1:40, a portion of a servicing or change tower (425) with paternoster rotary lifts, whereby one would let pass only one drawing cage for every lift-well in the reality. Below, to the right, the transition is outlined from the staggered up guide-way rail traffic into the resetting chambers (391, below). It is shown, in what manner a motor carriage (as a portion of a whole vehicle, as represented in the middle) higher suspended arrives on the middle stair step, while on the higher stair step it is demonstrated, in which manner the change over to a guide-way with the same rail level is performed by the extending of the slide. (A guide-way change could be also carried-out only by rail change, at it has been presented in FIG. 28, above, to the right.)

To the left, another function of the servicing or change-over tower is represented, namely the sluicing in of a cabin (21), which is fitted over the roof with sledge and linear motor into a partial evacuated tube for the quick long-distance traffic. In the stage A, the inner sluice gate (392) is opened and the outer gate (404) closed and during being ventilated sluice chamber tightened urged against the border of the gate slot. In stage B, the sluice gate was partially evacuated by the pumps (448) and the outer sluice gate was laterally moved away after the inner sluice gate has been closed. (The mechanism could be similar as shown, below, in the detail over the cross-sections through the resetting chamber in the stage B.) There, an u-shaped suspension arm (455) on toothed gears is wheeled with step motors over a rack rail (457). In the longitudinal section through both vehicle types, as they are caused from the resetting of the same cabin, the ceiling and bottom rails or catches (148) are shown, in to which the lower legs of the suspension arms are inserted. (One may suitably install the bolting mechanism, as earlier described in FIG. 13, to the left, inside of said ceiling and bottom rails.)

To avoid a stage of the cabin rising for a solution out of the hinged column (4, c. p. FIG. 13), the hinged joints between cabin and motor carriages may be constructed in such a manner, that a separation will be possible by a lateral thrust movement. An example for such a solution is enlarged drawn in detail, to the left, with cross-sections too (after the appertaining cross bars 319 are pulled).

The vehicle, which is fitted with a sled and a linear motor—here in a longitudinal section, at a scale 1:80—, contains an airbag (243) in the stern and a parachute (540) in the press-off tail.

With the cross-sections, below, begins the stage series A-D of the resetting of a cabin in a resetting chamber (391 from which only A, B here is shown.

A: The u-shaped suspension arm (455) is shifted with its lower legs in the ceiling and bottom rails (not shown) of the cabin.

B: The suspension arm was wheeled with the cabin into the right half of the resetting chamber and herewith the wheels of the motor carriages have been transported from the rails to a chamber own multi-axial roll bearing (404). (The necessary clearance with regard to the height and the lifting mechanisms for the rising of the wheels were not taken into consideration again.) Motor carriages and cabin are now separated.

FIG. 85 describes, to the left, in a plan view and under this in longitudinal sections, at a scale of 1:50, vehicle continues to demonstrate a variation of the stilt equipment which offer a better and aerodynamic design. The stages A-C under the plan view correspond to the stage A and B of the swivelling up of the horizontally swivelling stilts, given in a plan view, in a new variation. A further one for the vertically swivelling stilts is represented to the right, turned around 90 degrees, in the functional stages A and B; whereby the swivelling is not shown any more.

The upper plan view and the upper longitudinal section A lets ascertain that the (vertically swivelling stilts (469), which swivelling ensues by influence of step motors (125), are mounted backwards deflected under the vehicle bottom. All wheels (102) stand on guide-way rails (22); these ones apt for swivelling could be also slightly lifted in as long as they do not contribute to the running drive. At the stage B, the wheels apt for swivelling but also the wheels at the base frame (560) were sunk; the latter did it along to the sliding ledges (441). Hydraulic pistons could be the moving power; but the power transfer could be also performed through tow ropes (both not shown). One of the motors (1) for the running drive was marked. During the wheels on the stilts sink to the stage D the wheels on the base flame rise again. The process serves to the stability of the vehicle. At the variation which is represented in a longitudinal section, tipped around 90 degrees, the outer wheels were connected with the vertically swivelling stilts (469).

The stilts are again telescopic and the stage B shows the stretching out of wheels during rail contact. The arrow indicates that the lowering shall ensues first in this moment by the step motor (125). It makes the difference against to the solution of FIG. 39-40 that the fulcrum of the stilts lies lower and the wheels are drawn back into the outer body shell (partially sketched with dash-dotted line).

Both lower plan views show a solution for the horizontally swivelling stilts (468) whereby the fulcrum around the step motor lies likewise deeply and the wheels with axis lie rearwards of the outer body shell at the stage A. the latter is outlined with dash-dotted lines (27). The double outline with an ellipse bow between the clamps shall show that a outer body shell clap is able to be clapped up before the moving out of the wheels into the stage B by means of the step motor (125) during the position of the axis (2) is corrected through a further step motor.

FIG. 86 begins with the exhibition of the equipment and function of the movement compound machineries for a vehicle approximately like in FIG. 58 in types (a, c, e′, h) corresponding to the different tasks by means of discs made of springing sheet metal (or plastic) in different functional stages, demonstrated in a lateral view, at about natural size. The Arabic letters next to the particular movement compound machineries signify the functional modes which are operated. The lower letter row is valid at the ascent and descent scheme of the FIG. 39. The setting free of sector slots on the disc serves only to the elucidation of rotations of the discs being complete in reality.

Below, to the left, at a scale of approximately 3:1, the tongue-shaped operations means of the discs are reproduced, in cross-section details, at a scale 2:1 The upper row shows the arresting tongue (496) in a mediator disc (492) before (A) and after (B) the engagement into the gap of the neighbouring disc or upright lamina out which it is able to be displaced by the moving pass of the release pawl (504).

The row underneath shows a sliding contact hump of the spring tensioning tongue (495) of the mediator disc (492) at the steep edge of which the spring tension pawl (503) engages, rotating counter clockwise, and displaces the disc (stage A). At the stage B, the slide contact hump of the spring tensioning tongue (495) comes to lie over a gap of the disc which is placed underneath being displaced into the gap by the spring tension pawl which passes it in this manner.

Above, the condition of function release at d through the release pawl (504, see also the cross-section in FIG. 87, above, to the left) is represented in an overview to the operation disc (493), at a scale of 1:1, with the stages A of the tightened right tension spring (499) and the stage B of the released right tension spring. The operation disc (493) is named according to its function of the driving of the stilt through the cam (592, see A). The clockwise movement of the spring tensioning pawl (503) was followed by the process (see the plan views A B, above, at a scale 2:1).

For the sake of transparency, the spring tensioning pawl (495) is marked on the overviews A and B with a triangle, the proper arresting gap being marked with a circle. The spring tensioning pawl is able to move in both direction over a spring tensioning tongue which stands in a gap overhauling it, because the spring tensioning tongue is thrust into a gap of the operation disc (493). As made clear at B, the arresting tongue (496) is thrust out of the arresting gap (497) of the upright lamella (491, see the cross-section FIG. 30, above, to the left) with the release through the release pawl (504) at d. The movement of the arresting tongue ensues counter clockwise as that of the cam (592) of the operation disc and the latter leads thereby the clinging horizontally swivelling stilt from the stretched—related to the guide-way line—in a spread position. The stilt is only drawn in its joint portion and should be thought of as prolonged as carrier of the wheel axis on the end (cp. FIG. 3

The image C was added with the aim of being capable of pointing out with it, together with A, the distribution of the release points a, b, c, d counter clockwise over the upper operation disc half for the ascent and the release points e, f, g, h clockwise over the lower operation disc half for the descent of the vehicle. Two movement compound machineries with counter acting tension springs were projected over one another to remember that springs are activated in both working directions at one functional cycle. While, at the scheme above, at a scale of 1:2, A-H are operated through springs projecting to the left a/b as well g/h and from the springs projecting to the right c/d as well e/f, here in contrary in this variation, the functions in clockwise rotation (a, b, e, f, h) are allotted to the left tension spring in each case and the function in counter clockwise rotation (c, d, g) to the right tension spring. The figures should be seen as longitudinal sections for the functions a, c, f, h and as plan views for the functions b, d, e, g, Only one spring tension tongue exist in each case. There exist two arresting tongues, one for the coupling of both discs, the other for the fixation of the operation disc at the upright lamella (491). At A, the bent arrows with dashed lines mark the spring detention ways or the operation ways for the functions a-d, at C the spring detention ways are meant for the functions e-h.

Above on the stages A-H, at the scale of 1:2, a solution way with separated movement compound machineries for each functional mode (a-h) is chosen and the tightening of the operational spring—here again a tension spring—is demonstrated. Each of both rotation directions may be achieved as well through a tension spring which is born to the left as well as from a tension spring born to the right. Only the operation disc is represented from both discs. The pawls are hand-like simple and without a special overhaul mechanism. Spring tensioning pawl (503) and release pawl (504) facing each other in one line (in a simplified manner for the elucidation), they lie also opposite each other, against different upright lamellas or discs (see also the cross-sections FIG. 87, above).

The tension spring (499) is fastened between the rotary mount (605) on the mediator disc (not shown) and the mount (544) on the housing. The spring tightening for the vehicle ascent and descent is separated and distinct; it ensues immediately before and for the chosen change-over direction. The spring tensioning pawl works in both directions for each action, ascent or descent, for the generation of counter running rotations of the operation disc. Special devices for a movement reversal are also not necessary.

The upper rows A-D and E-H denote the operated movement compound machineries; each of the downwardly lying ones shall demonstrate, that organs for the accent and descent of the vehicle functionally are not contradictory, i.e. they do not hinder one another. The spring tensioning tongue (495) is symbolized as an angle. The both upper two rows, of the fourth, correspond to the ascent movement compound machineries, the lower two rows to these for the descent. Two subsequent images always are inseparable and they correspond each counter acting spring tightening functions. Both pawls make a pendulum movement with the exit position of the release pawl at 3 o'clock; the respective pawl can not override the housing stop at 9 o'clock in both directions. (The stop is necessary, of course, only at one movement compound machinery to work for all.) A pawl contact with the housing stop is fed back to the board computer through circuit closing (not drawn in), a pawl passage at the contact spring (609) at 3 o'clock being fed back in the same manner (only drawn in at A). The direction of the bent arrow in A/C; E/F; G/H indicates the direction of the approaching pawl rotation. The ascent functions are released, if the rotation is continued into the direction h; the descent functions are released with rotation in direction during a movement reversal of the release pawl.

FIG. 87 shows, above, to the left, at a scale of 1.5:1, the cross-section through a movement compound machinery. The bent guiding slot (368) on the operation disc (493) and the driving pin (567) projecting from the mediator disc (492) into the guiding slot may be omitted for the function variations b, d, g, h which do not need an advance (pre-course) for additional functions. The annular upright lamella (494) of the earlier described examples can be omitted. The spring tensioning tongue is now able to abut against the operation disc during the spring tensioning movement. After the spring tightening through the spring tensioning pawl (503) under the drive of the mediator disc (492) at its spring tensioning tongue (495) up to the entrance into the arresting gap of the operation disc, the arresting tongue (501) on the mediator disc gets now into the arresting gap of the operation disc coupling both discs. The spring tensioning tongue (495) and the arresting tongue (501) lie on annular zones with different distant from the rotation axis. Simultaneously with the coupling of both discs, the arresting tongue (496) of the operation disc entrances into the arresting gap of the upright lamella (491). When the function is triggered off through the release pawl (504) by the relieve of the connection between the operation disc and the upright lamella (491), the spring tensioning tongue rotates in its arresting gap with the operation disc and is not able to resist any more to the spring tensioning pawl. If not considered that collisions should occur with regard to the encounter of spring tensioning tongue and spring tensioning pawl they should be replaced by the solution just described.

The coupling place for the discs lies in the majority of the cases in the projection of the release point for the next function, whereby the coupling is solved through the release pawl (585). Afterwards arresting tongue (496) is thrust aside through the release pawl (504) the operation disc turns and operates its functions und influence of the tension spring at the mediator disc. Such a function is the driving of the horizontally swivelling stilts (468) or of the upper (482) or the lower (483) crank with on their part drive a vertically swivelling stilt (469,) through the cam (519) on the operation disc (see FIG. 41). its cam for the driving of the stilt was drawn too deeply to remember its grasp under the circulating spring tensioning pawl (503). (But what is excluded in this case through the pendulum movement.) The driving pin (567) inserts, at the functional variations (c), (f) from the mediator disc (492) into the bent guiding slot (568) in the operation disc (493) and drives the operation disc first if the mediator disc has already completed an additional way and has operated thereby a additional function, i.e. the rotation of the crank-like lever (564) for the triggering off of the arresting slide (594) for the release of the supporting wheel shafts (see below).

Above, to the right, at a scale of 1:2, longitudinal sections respectively plan views of movement compound machineries deal with the three functional stages A-C. In the upper row, on plan views, it is about the coupling of the mediator disc (492) and the operation disc (493) for the function d. In this exceptional case, the release pawl (512, symbolized as triangle) stands firmly at the upright lamella (491) opposite the spread stilt, i.e. on the same level as the release pawl (585), replacing it. After the tensioning spring is clockwise tightened (cp. FIG. 86, above, A-B) the arresting tongue (501, symbolized as circular ring) of the mediator disc inserts into the arresting gap (497) of the operation disc and couples both discs. Simultaneously, the arresting tongue (496) on the operation disc inserts into the arresting gap of the upright lamella (491). When the release pawl (504) is turned counter clockwise to d (stage B) than the function d for the stilt spreading is given free. The arresting tongue (501) moves thereby with its arresting gap in the operation disc to the fixedly standing release pawl (512) and the decoupling of both discs is brought about (stage C)

On the second row from above, it is again about a plan view, in this case for the elucidation of the arresting of the discs under function e. During the spring tightening through counter clockwise rotation, the arresting tongue (501) gets into the arresting gap of the operation disc.

If one adapts the conditions of the positions to the cross-section, the release pawl (585) faces about to this one (504) in its prolonged line and operates the projective release point f* being turned approximately 180 degrees opposite f under the decoupling of the discs when the function f is triggered off by the release pawl (504). Analogue relations are valid for the functions a, b, c, f, g. The function h is treated in FIG. 88.

As figured, beginning in the middle, to the left, in the longitudinal sections, at a scale of 1:1, at the functional stages A-C, Bowden cables (327), towards the arresting slides (594) for the release of the shafts (536) with the supporting wheels, are operated, above the guide-way, at the function (f) through the small crank-like lever (564) or respective tracer (cp. FIG. 81, 442, above, to the left) for the lining-up of a vehicle over the guide-way are operated. Analogue relations are valid for the function (c). Only one of the four arresting slides is represented (quite below, to the right with a plan view detail to the left from it) on the plan views for the function (c) in the functional stages A-C, at a scale of 1:1. (The additional demonstrated running up with A-C in the plan view for the function f shall not be considered in this moment, because it can be understood by the already above discussed context.)

At the stage B, on the middle section of the disc rotation, the arresting tongue of the arresting slide (594) is drawn out of the oblong arresting notch with the tightening of the leaf spring (511) through the Bowden cable (327) over the idler (539) so that the supporting wheel shafts are able to sink by influence of springs (see FIG. 41, above, to the right), when the lateral canting on the arresting notch is raised (produced by the slight tilting of the vehicle caused by unprotected hanging over vehicle portions). When the vehicle has been suppressed and the supporting wheel shafts have been displaced upwards, the arresting tongue finally gets again into the arresting notch. Quite below, the arresting slide is reproduced in over view besides of the longitudinal section.

The stilt movement occurs in all falls (except at h) through the sliding working of the cam (519) on the operation disc, as soon as this is turned according to the function, at the disc positions B and C for a or c, f, h corresponding to the longitudinal section view, for e or b, d, g relating to the plan view. The bent guiding slot (568) and the driving pin (567) guarantee that the function (f) of the release of the arresting slides precedes to the function f for the downward stilt stretching. The representation of the functions a′/e′ and d′/h′ for the vehicle sinking is displaced to FIG. 88.

FIG. 88 above deals with the device of function h, which has the task to right the weight of the sinking vehicle in the last phase of descent. This is elucidated above, to the left, at a scale of 1.5:1, in a cross-section through the movement compound machinery, to the right of this, that is done in longitudinal sections, at a scale of 2:1, both at the functional stages A-C.

Despite the upwards spreading of the stilts, the power transferring cam (592) of the operation disc (493) and the tension spring (499) are therefore fitted on the operation disc according to the function a. As the cross-section, above, to the left, shows, the mediator disc and the spring tensioning pawl are omitted. The tension spring (499) is fastened to the operation disc.

The spring tightening function is effected by the cam (592) of the operation disc. The spring tensioning pawl (503) is symbolized by a triangle, the arresting gap on the operation disc by a rectangle (see the upper row of the longitudinal sections A-C). The arresting tongue (496) of the operation disc thereby gets into the proper arresting gap on the upright lamella (491, see the second row of longitudinal section A-C). Before the release of h, it is proceeded from stilts which are spread towards the guide-way and from a tightened relatively strong tension spring which is first to bring in a tightened condition in this way to set up the vehicle to a guide-way and to press the former to the latter. The vertically swivelling stilts are thereby spread up to the insertion of the arresting tongue into the arresting gap of the upright lamella.

The release of the function h ensues rather at the end of the clockwise rotation of the release pawl (504) at h. The release pawl moves thereby over the lower disc half (see at B of the upper longitudinal section row A-C). To avoid that the triggering off of h already occurs during the stage of the spring tightening for the other functions, the release point h between operation disc and upright lamella was dislocated a little up to the horizontal stretched stilt (not shown). The necessary functional stability is obtained by a friction increase, as it is favourably provided after each arresting point (cp. FIG. 38, below, to the right), and an electric contact closing for a board-computer control for the drive at h. The spring tightening ways for all other function rows are chosen a bit shorter as the swivelling to h. The release pawl (504) also runs first with an additional movement impulse up to h (see the longitudinal section A), when the release pawls (504) of the other movement compound machineries have already triggered off the other descent functions. The downward whistling cam and the vertical stilts counteract the fall movement, subsequently, the tension spring will be tightened again increasingly through the weight of the sinking vehicle up to the insertion of the arresting tongue of the operation disc at h. The stage A is reached again therewith.

The horizontally placed cross-section, below under the middle part, to the right, is such through the movement compound machinery for the drive of the worm. For the rotation of the outer worm nut (535) around the inner worm thread (546) which lifts up the vehicle together with the horizontal swivelling stilts from the guide-way during the function e′ (cp. FIG. 52), the counter clockwise spring tightening movement of movement compound machinery around the worm is used. A mediator disc is again not applied; though it does not exist a cam and a connection to the stilt. The operation disc (493) with the tension spring (499) on its mount (590) is connected with the outer worm nut through the cross connection pin (574) and runs in a oblong slot of the outer worm nut. The latter rotates during the spring tightening by means of the spring tensioning pawl (503) on the arresting tongue (495) counter clockwise whereby its cross pin engages into the spiral guiding nut of the inner worm screw which is fixed at the housing with the angle pin (563). A spring tightening movement and therewith a vehicle raising ensues as well with the tightening movement a-d (that means function a′) as with tightening movement e-g (that means the function e′). For a schematic clarification, the horizontal swivelling stilts with wheels on a rail (22) are sketched with dashed lines on the cross-section. The connection staging (534) to a rotation bush at the swivelling centre of stilts shall demonstrate, that also the vehicle with wheels is lifted from the rail with the raise of the outer worm nut.

As figured on the plan views A-C (the third row from above), the spring tightening, which measures there 120 degrees, is performed for the ascent and for the descent by existing of an arresting gap in the upright lamella (491) as well as behind the start position as also behind the end position of the spring tensioning pawl (495). The spring tensioning pawls are thereby facing one another doubled in doubled reflection. The drive of a spring tensioning tongue ensues only counter clockwise.

This is made clear with the cross-section details A-B, at a scale 2:1, above the row. If the spring tensioning tongue (495) rests over the arresting gap (497) in the upright lamella (491) then the spring tensioning pawl (503) is only able to displace it, if it moves against the steep flange (see the cross-section detail above). During the spring tightening motions for the ascent and also during such for the descent it will come to the spring tightening under rotation of the operation disc (493) in each case. The operation disc is fixed at d with the engagement of arresting spring into the arresting gap of upright lamella (491) after the spring tightening (see the fourth row of the plan views A-C from above). A triggering off occurs first, when the release pawl reaches the release point d. The clockwise rotation of the operation disc under the drive of the worm nut influenced by the tension spring effects a vehicle sinking opposite the horizontally swivelling stilts and therewith a sinking of the wheels of the vehicle and the vertically swivelling stilts with the wheels up to the guide-way.

On the longitudinal sections A-D, fourth row from above, it is demonstrated that by the aid of a second release pawl (505) which stands to the release pawl (503) in an acute angle, the function, with the sequence of the sinking of the middle vehicle wheels up to the guide-way, is triggered off at d (stage C) and also after a counter clockwise pawl rotation, also at the end of the ascent—the beginning was not figured—as also after a clockwise pawl rotation by h (stage D) on the end of the descent. The solution of the arrest ensues, of course, at the arresting point d in each case.

At this point, is thought of as to think over again the reduction of the number of moment compound machineries from nine, i.e.: a, b, c, d, e, f, g, h, b′/e′ to six by the composition of the following functions to a common compound machinery: the stilt stretching functions downward respectively laterally away from its own guide-way, e with b, f with a and the stilt spreading function g with d. The space disposition inside the vehicle in FIG. 40 can be kept in this manner. The problem of the braking perhaps of the strong tension spring for the function a in its application for the function h can be mitigated by the choice of a slightly elliptic operation disc, namely by the one, whose roughness of the rim works slow down during the initial rotation through stronger friction on the “brake shoe” without diminishing of the power at the terminal phase. The orientation of the tension spring towards the wheel axis may used in the same sense of a more favourable power distribution.

In longitudinal sections, at a scale of 1:4, under the lower horizontally represented cross-section, the application of release pawls for the solution variation is clarified. The release pawl (504) was marked with a triangle for a representation. Together, the triangle symbolizes the overhaul pawl (543) and the point of the triangle indicates the working direction (examples for overhaul pawls see below). The arrangement of the spring tensioning pawl (503) and the classed with spring tensioning tongues may correspond to these in FIG. 86, above, E-H. The release pawl (504) swivels thereby in the upper circle in half and works only counter clockwise. On the exit position of this pawl at 3 o'clock, the vehicle ascent functions a-d may be operated one after another, whereby the all descent function are distributed over the upper circle half, after zero position at 3 o'clock, beginning with a and terminating with d before 9 o'clock (cp. FIG. 86, on the longitudinal section A, below, at a scale 1:1).

To elucidate the descent functions, the movement compound machineries were drawn schematically separated as circle and both release pawls (504, 505) are drawn in with their clockwise continuing release steps (cp. FIG. 86, the uppermost longitudinal section, at a scales of 1:1). Each movement compound machinery has only one release point for its specific function. The upper row commences the release pawl (505) reaching e whereby the release pawl (504) triggers at b the first switching step. The additional images, to the right, elucidate that further pawl motions do not work. The second row aims to the triggering off of a through the release pawl (504) whereby the release pawl (505) has reached f after the second switching step and so forth. (The switching steps are firmed to the right with a dash-dotted line). For the additional functions (f), e′/f′ and the function h as the last of the decent row, the earlier described is valid.

A second release pawl (585) for the decoupling of both discs is also necessary. If it gets unintentionally an arresting point so that has no consequence except the locking between the operation disc and the upright lamella is not disengaged. Two release points are also used for any movement compound machinery (except for that one for the function a. h, e and e′).

On the schematic graph, quite below, to the left, at a scale of about 1.4:1, the release pawl (505) is drawn in the same line as the one for the function f projecting up to the disc rim. The arresting point for the arresting tongue (501), being dislocated for one switching step for the triggering off by the release pawl (585), namely may lie on one sector line with the arresting tongue (496) and it may be operated from a prolonged release pawl (504). The release pawl (585), running from the exit position on the left image over e, operates first at the position f reacting for the function e. (With regard to the pawl arrangement c. p. FIG. 87, the cross-section, above, to the left.)

As an example of an overhaul pawl (543), below, to the left, in a longitudinal section, at a scale of 3:1, in the functional stages A and B, a such a drawer-like device is represented, which has as an angular insertion an oblique plate, plane iron like guided in an slanted slot of the pawl, brought in working position supported by a weak tension spring with the counter clockwise rotation of the pawl At the stage A, the insert lies face to face to an arresting tongue At stage B, in off-position, the insert is drawn back upwards, which occurs during the clockwise rotation of the overhaul pawl.

A second preferred kind of an overhaul pawl was figured below, to the right, in a longitudinal-section detail, at a scale 2:1, in the functionless stage of the release pawl (504) during the clockwise rotation. Underneath a cross-section detail is shown. The release pawl (504) is thereby fastened on a screw (the winding is to choose steeper as drawn) being rotary in the threaded bush (550). The latter continues the rotation axis (not shown) which is driven from the motor. Against the release pawl (505) is rotary with an annulus together with the release pawls (505, 585) around the thread bush. The rotation motion is transferred from the threaded bush over the fork angle (558) towards the release pawls (505,585) in such a way that they follow also the idling for the release pawl (504) during its screw movement. The weak spring bow (551), projecting from the housing, works as weak and slightly to surmount impediment at 15 o'clock and between 10-8 o'clock and effects it, during the counter clockwise movement of the release pawl (504) as well as during its drawing in and approach to the upright lamella for the release of the operation disc, as the pawl opening during the change of the rotation direction. A cross-section detail is given under the longitudinal section one.

A variation to the “drawer”—form of a overhaul pawl at the end of the release pawl (504) as it is figured to the left underneath, to the left in a longitudinal section and to the right in a cross-section, at a scale of about 1:1. The axis of the ebonite roll (555) is thereby guided over the release tongue, transverse to the disc movement, in lateral oblique increasing slots of a U-shaped mount at the pawl end against a weak compression spring between housing and roll axis. When the pawl moves clockwise (as figured), the ebonite roll presses the arresting tongue out of the arresting gap. When the release pawl overrides the arresting tongue during its counter clockwise rotation then the ebonite roll is displaced upwards an away from the disc and will be functionless thereby (not figured).

The functional sketch, below, to the right, outside, corresponds to a device for the stabilization of the arresting positions through the arresting ball (440) by influence to the undulatory outer rim profile of the operation disc, there figured as rolling up. Electric contact closing through the movement of the arresting ball or by conduction between arresting ball and a non-isolated wave trough is signalled to the board computer (258) and is used for the motor control (comp. FIG. 79, below).

In FIG. 89, above, in a cross-section detail, at a scale 1:20, a wheel (102) with an outwards bent flange (655) of the wheel on the rail (22) works as a rail clamp (c. p. FIG. 41, 581) facilitating the alignment of the axis during the lowering of the vehicle. The cross-section detail underneath, at a scale of 1:40, shows a means of securing against the tipping off of the vehicle during the climbing to another guide-ways consisting of an enlargement in the diameter of the wheel flange working together with an additionally lateral rail ledge (663).

Underneath, two plan views, at a scale of 1:40, are given at A on a stretched guide-way (22), at B on a bent one. It shall be demonstrated that the alignment of the wheel axes against the guide-way before lowering of the vehicle descent refers also to the one of the cabin portion not only to the one of the motor carriers (here, being only 16 partially drawn). At A both the tow ropes (137, 138, c. p. FIG. 13, above, to the right) with the tension springs promote the straightening of the vehicle axis, at B the elastic ledge (653) connects centrally all axes and the clamp (659) adjust the appropriate axes to the guide-way curve. With the used vehicles, auxiliary motors at the swivel joints (660) controlled by sensors can be applied or ropes analogue to the ones in FIG. 42 or bar connections analogue to the ones in FIG. 14, above, to the right. The shaft (53) connects the hinged column with the motor carriage (16); the swivel joint (660) is the rotation centre for the base frame (560).

Though only a plying interest may be expected with regard to the invention, this well should be used pedagogically. In such a reason, the switching out of the automatic should be possible besides the full automation of all functions usually at model rail ways. In such manner, the dexterity and the empathy should be promoted by it to install eventually push and pull devices with control sticks or alike; on the other hand, functions at the vehicles may promote the mobility and the contact of the participants through contact switches or wind switches (c. p. FIG. 75, in the middle part, to the right). 

1. A method for the rail traffic on multiply parallel guide-ways and also as toys thereby characterized, that the vehicle, fitted with at least one kind of frame with at least one cabin, or container or other means for the uptake, or fastening of goods and fitted with motor drive and guide-way slide devices (moving-on devices), wheels or sleds for linear motor drive, the motor means being able therefore to influence the above, and being for his part also able to carry transport members, partially movably mounted at the frame, with additional guide-way slide devices, these or this of the rest of the vehicle in connection with the frame to a neighbouring guide-way; and that being brought about through motor or with storage power fitted driving devices for lifting and thrusting and including swivelling movements between frame and transport members and therefore characterized, that finally, the vehicle with its rail guide devices and the transport members with their guide-way slide devices, after a temporary contact of both kinds of guide-way slide devices at the same time with both neighbouring guide-ways, being united successively on the neighbouring guide-way by means of a solution from the primary guide-way, whereby all guide-way slide devices during the guide-way change are aligned to the guide-way run by means to adjust the position between the guide-way slide device and the rails parallel before the guide-way contact, if united on guide-way-free ground, in this case with control for the aptitude of the landing place in and/or outside of the vehicle and preferably with appropriate propping and with outward working warning devices. and thereby characterized, that vehicle portions are adapted through supporting devices to the task, to balance wind pressure and weight transposition during the guide-way change as means for a secure landing on rails and also eventually on a rail-free parking lane, and also thereby, to being additionally able to evade customary guide-way switches with guide-way tongues as far as they are applied by a withdrawal of supporting devices at the rail area, if such are provided and in the case that these supporting devices are not only applied during climbing over the guide-way and whereby sensor devices are used in interaction with at least one control unit, at least for the solution of the task to effect a secure landing on the guide-ways or the ground and to preserve the safety distance towards neighbouring vehicles, and thereby characterized that, as far as such vehicles are employed which transgress the single gauge, as perhaps for the goods traffic, that ensues permanently on multiply guide-ways, and when such are successively carried over to a common plane by a stepwise ascent or descent, the guide-way slide devices are thereby held operating inserted adjusted into the single rails by means of devices, with or without a slanting positioning of the vehicles cross axes, thought as projection lines, whereby one can desist from a climbing over between the guide-ways in the case of this utilization, and thereby characterized, that the solution of the task in any case of execution at the rule is accompanied by corresponding safety controls, and usually, by at least one control device from outside of the vehicle for many cases.
 2. A method according to claim 1, thereby characterized, that the movement of the transport members is divided in such which is effected by push and pull devices in the vertical plane and even such in the horizontal plane, the latter, also called: the slide movement, as operated at lateral slides as an additional transport members and frame portions appertaining to the main vehicle and/or to additional motor carriers, if such are applied.
 3. A method according to claim 1, thereby characterized, that at least one supporting device, wheel or sled, of a guide-way slide device works against at least one guide-way rail which leans to the rail in a clearly distinct direction to that of the perpendicularly guide-way slide devices, this supporting device, if possibly, receiving contact with the rail first when a non-uniformity of the weight introduces a tipping off of the vehicle. (FIG. 2, 12, et al.).
 4. A method according to claim 1, thereby characterized, that the supporting device, wheel or sled, works from above towards the upper guide-way rail at the rising leg of the carrier pillar (FIG. 23).
 5. A method according to claim 1, thereby characterized, that the weight of the vehicle is effective during the putting on the guide-way so that at least one supporting device, wheel or sled, is brought into mesh with the rail through a lever operation (FIG. 11, 12)
 6. A method according to claim 1, thereby characterized, that, by the use of a mono-rail, slide devices, wheels or sleds, as supporting devices are laterally swivelled against the rail from both sides (FIG. 20).
 7. A method according to claim 1, thereby characterized, that thrust- and lowering devices as transport members temporary working to guide-way slide devices, rail of sleds, as transport member at a frame or at a slide as frame portion effects with or without lever application, so fare necessary for crossing over a rail and removing, finally an approach of guide-way slide devices up to a secure rail contact (FIG. 64 et al.).
 8. A method according to claim 1, thereby characterized, that at least one transport member for a guide-way slide device is swivelled out of a position approximately along the vehicle longitudinal axis thereby having at least two partial pieces, which all beginning from the attachment at the vehicle up to the guide-way slide device at the counter end are swivelling vertically and are able to bring their guide-way slide device in contact with the neighbouring guide-way with motor power and to drag the resting vehicle by means of a renewed folding of the transport members.
 9. A method according to claim 1, thereby characterized, as fallen aback upon accumulated powers, as spring power or gas pressure, for the operation of transport members, which are tightened, as far as necessary, and triggered and applied through respectively adapted devices under the control of at least one control unit
 10. A method according to claim 1, thereby characterized, that the angle of incidence of the guide-way slide devices against the total vehicle longitudinal axis to the curvature of the guide-way segment lying under that guide-way slide device applying at least one sensor, and at least in this case making use of motor power, or tracing means, which are adjusted to at least one rail, shortly prior that guide-way slide device is lowered into guide-way by means of a guide-way change.
 11. A method according to claim 1, thereby characterized, that at least one carrying cable is used instead of a guide-way rail and whereby the horizontal cabin or container position in about the same level is conserved during the passage of the cable sagging the latter being conserved equilibrating by a thrust and lowering device.
 12. A method according to claim 1, whereby a vehicle is at least temporary borne by guide-way slide devices on multiply frames, which are connected with displacement members for a displacement of the frames at the level, on guide-ways which are staggered on the level.
 13. A method according to claim 1, thereby characterized, that a vehicle using more then one guide-way is held perpendicularly, when the guide-way steps are altered at the level, thereby that the frame connection of the guide-way slide devices with the next lying guide-way slide devices is guaranteed by at least one composed transport member which prolongs or shortens corresponding to the guide-way step alteration to avoid an inclination of the vehicle cross-axis.
 14. A method according to claim 1, thereby characterized, that a tension measurement according to a molecular stress is brought about at least on one place which works towards the weight transfer to a guide-way slide device being compared in a computer with the measuring results from analogue measuring points with effect to the other guide-way slide devices for sending out commands to transport members between load bearing portions with effect to the other guide-way slide devices influencing the length of these in a sense of a load distribution especially to the guide-way rails near the ground (FIG. 32).
 15. A method according to claim 1, thereby characterized, that an automobile, having independent guide-way drive of tyres apart from rail bound guide-way slide devices and being distributed on at least two guide-ways, is brought in a symmetrically form thereby that a roof box is displaced by a transport mechanism, at least after the vehicle is lowered up to the ground (FIG. 31).
 16. A method according to claim 1, thereby characterized, that the guide-way contact of a vehicle running on more as one guide-way, which stands on the guide-way at the ground or directly on the ground, is solved from each higher guide-way by shifting away of vehicle portions from the former and by supporting the load away from the guide-way (FIG. 31).
 17. A method according to claim 1, thereby characterized, that guide-way slide devices, closed together to one unit, permanently move on more than one guide-way and are enabled to change over to neighbouring guide-ways by means of transport members.
 18. A method according to claim 1, thereby characterized, that a telescopic bar at a vehicle is used to tap off a current from a higher guide-way when the vehicle stands on the guide-way on the ground gauge.
 19. A method according to claim 1, thereby characterized, that the extent of the slide as transport member for the shifting of the guide-way slide device with frame to both directions will be able by a single push and pull device in the way to enable locking of the latter at its ends mutually and counter acting in each case with the moving portion of slide against the fixed portion (FIG. 9, et. al.).
 20. A method according to claim 1, thereby characterized, that a guide-way slide device with basis frame being driven from a motor together with such for another guide-way slide device running temporary on a other guide-way.
 21. A method according to claim 1, thereby characterized, that a stopping or landing trace of the rail guide-way is omitted or interrupted and thereby it is let down towards the ground after the operating of at least one sensor device for the search of the landing place according to aptitude and at least one warning device working outside, and it is preferably thereby fitted with props which altogether broadens the bearing surface, letting the rail guide devices down under, in so fare this device for the securing of the landing place does not exist at the sleds selves.
 22. A method according to claim 1, thereby characterized, that at least one supporting wheel, a roll or a rod on a shaft is engaged into the direction of a rail edge by means of a hinged joint at the shaft with a controlled drive.
 23. A method according to claim 1, thereby characterized, that a tension measurement according to a molecular stress is brought about at least on one place which works towards the weight transfer to a rail slide device being compared in a computer with the measuring results from analogue measuring points with effect to the other rail slide devices for sending out commands to transport members between load bearing portions with effect to the other rail slide devices influencing the length of these in a sense of a load distribution especially to the guide-way rails near the ground.
 24. A method according to claim 1, thereby characterized, that the respective supporting wheel or kind of sled with an obstacle, disk, bar, or roll, is moved with or through the shaft mount into the direction of the respective rail in the horizontal plane in such a manner, that the supporting wheels or sleds and/or the obstacle at the latest are able to engage under the lateral edge or rim of the rails after the wheels or sleds were put on the rails
 25. A method according to claim 1, thereby characterized, that, during the transition of a vehicle from the stand to the suspension form, and the other way round, rail guide devices, wheel or sleds, are displaced with their attachment device, from a side position to about a middle one of the vehicle, seen from the cross-sectional view:
 26. A method according to claim 1, thereby characterized, that the lateral slide movement for the transport of guide-way slide devices towards another guide-way may brought about in both direction.
 27. A method according to claim 1, thereby characterized, that, for a post and parcel transport or a such from other light-weight goods, one of the uppermost gauge is used with automatic switches or means for guide-way change without switches for branching.
 28. A device for the rail traffic on multiply parallel guide-ways also as toys, thereby characterized, that a vehicle has at least one kind of a frame and at least one cabin or container for the uptake or fastening of goods, with driving motor and guide-way slide devices (moving-on devices), wheels or sleds for linear motor drive, and is fitted with transport members with additional guide-way slide devices, these transport members movably fastened at the frame in connection with motor driving devices for lifting and thrusting and/or swivelling movements between the frame and the transport members and having at least one control device, which are enabled to bring the guide-way slide devices to a neighbouring guide-way one after another, and finally, to unite there all vehicle portions, inclusively, if required, a landing at guide-way-free ground and then preferably fitted with strutting devices towards the ground, additionally to the guide-way slide devices and with precautions for, an about horizontal position of the vehicle. and thereby characterized, that the guide-way slide devices are adapted to the spatial as well as the technical requirements and possibilities, which result in the guide-way change, by additional guide-way slide devices as supporting devices which may work toward the guide-way rails in a direction different from that of the guide-way slide devices for the running-on and/or at least one device for a lateral weight displacement inside of vehicle portions to avoid of the vehicle tipping up of the vehicle especially, through wind pressure and weight displacements during the guide-way change if no special rail constructions make such devices dispensable, and fitted with guide-way slide devices near the bottom as well near the roof if the rail of a guide-way are mounted in different height for the rail contact whereby in this case the weight of the vehicle is displaced outward, and thereby characterized, that devices exist to prepare and produce the correct seat for guide-way slide devices which ensues by mechanical guiding means and/or at least one sensor eventually in cooperation with control means and swivelling joints with servomotor, whereby all guide-way slide devices are parallel aligned to guide-way run before the secure rail contact of the wheels during its lowering by adjusting means and thereby characterized, that sensor devices exist to execute the correct guide-way change and also such to observe the secure distance from other vehicles at least the latter in cooperation with at least one control device, and thereby characterized, that in the case of a landing on a ground gauge or on a rail-free place control means exist for the aptitude of the landing place in and/or outside of the vehicle may it be of a rail free landing preferably fitted with means of an appropriate propping, and thereby characterized; that devices exist for vehicles running on more as one guide-way to hold the guide-way slide devices and eventual supporting devices at the rail area in functionally corresponding contact with the latter also in case, that the parallel arranged guide-ways, or a part of these, at least here and there, are gradually lowered or lifted at the level, eventually up to a common plane, and thereby characterized, that devices exist to evade the usual guide-way switches with guide-way tongues, as far as they are employed, by solving and lifting the guide-way slide devices and/or the supporting devices from the rails, as far as such are not only applied during the climbing over the guide-ways, and/or that switches without guide-way tongues can exist which are adapted to the guide-way slide devices and supporting devices at the rail area, fitted with rail segments which can be slid or clapped out of a segmental guide-way gap and thereby characterized, that aside of, and as supplement of safeguarding devices, for many cases, at least one control device exists outside of the vehicle.
 29. A device according to claim 28, thereby characterized, that a suspension vehicles are fitted with at least one lever arm as a supporting element and as transport member driven by motor or storage power for a common lift and thrust movements by swivelling which permits an application inside or along the outside of multi-step carrying pillars.
 30. A device according to claim 28, thereby characterized, that A mechanism exists for the movement of a supporting device, wheel or sled, against the rail and that a locking device exists which fixes the supporting device, supporting wheel or sled, being moved against the rail, soluble in its function.
 31. A device according to claim 28, thereby characterized, that, shown in the cross-section view, a supporting device of a guide-way slide device, wheel or sled, has a succinctness with tapering downwards to facilitate the engagement with the rail during the dropping of the vehicle.
 32. A device according to claim 28, thereby characterized, that an outer frame connects the outer guide-way slide devices and an inner frame the inner guide-way slide devices related to the longitudinal axis of the total vehicle axis.
 33. A device according to claim 28, thereby characterized, that, an outer frame related to the longitudinal axis of the entire vehicle, an outer frame connects the outer guide-way slide devices and an inner frame, enclosed from the outer frame, connects the inner guide-way slide devices and the movement of the vertically operating transport members ensues between both frames
 34. A device according to claim 28, thereby characterized, that the outer guide-way slide devices are born from the frame with the inner guide-way slide devices.
 35. A device according to claim 28, thereby characterized, that stilts, cooperating in pairs, are hinged fitted as transport members at least one frame bearing guide-way slide devices and carried approximately along to the vehicle axis in such a manner, that they are can be approached and removed by one another in the vertical or horizontal plane with motor or stored power and thereby the vehicle is enabled to arise and descend and/or to be laterally displaced up to the neighbouring guide-way, whereby the stilt may be rigid or interrupted by at least one telescopic portion specially for the retreat in the vehicle body.
 36. A device according to claim 28, thereby characterized, that in front and rearwards of a frame with cabin, or the main freight container, a smaller frame with guide-way slide devices in both cases are connected with a hinged joint, but the one called “motor carriage”, which may also be telescopically drawn, and whereby the aligning of all frame axes into the straight line prior to a guide-way change on a curve-free stretch may ensue through at least one lateral spring or a motor controlled tension connection or swivelling hinge between each motor carriage and the middle vehicle.
 37. A device according to claim 28, thereby characterized, that, from a frame swivelling on the horizontal plane with guide-way slide devices (“motor carriage”) which is already over the neighbouring guide-way, at the rule on another guide-way level, at least one sensor or tracing means is directed against the next lying guide-way segment from the proceeding and to swivelling guide-way slide devices whereby that sensor records the curvature deviation of that guide-way segment being left from the to swivelling guide-way slide devices seizes and transfers it through a computer to the adjusting organs or through A mechanical transfer from the tracing means for the swivelling of motor carriage on the neighbouring guide-way.
 38. A device according to claim 28, thereby characterized, that the adjusting of the frame portion with guide-way slide devices (“motor carriage”) over a guide-way curvature is effected using the attraction power of at least one magnet to the guide-way while the swivelling angle of the guide-way slide devices is limited.
 39. A device according to claim 28, thereby characterized, that motor driven crawler chains exist by a linear motor driven vehicle, which enable the displacing of sleds cross to the total vehicle axis on at least one slide for a lateral shifting of the guide-way slide devices.
 40. A device according to claim 28, thereby characterized, that two carrying cable are applied and at least one frame at the vehicle which permits fixing from the sides the distance between both carrying cables for the guide-way slide devices or suspension arms being fitted with guide-way slide devices which are connected on the vehicle by swivelling hinges to compensate the laterally unequal rail or rope waving.
 41. A device according to claim 28, thereby characterized, that at least one guide-way slide device with basis frame over the cabin is fitted with at least one telescopic connection to the cabin which, through a joint with motor drive, permits a horizontally swivelling-in of the guide-way slide device to the rail or carrying cable.
 42. A device according to claim 28, thereby characterized, that guide-way slide devices with frame above or below the cabin have at least one telescopic or length equilibrating connection between the guide-way slide devices on the carrying cable or cables and the frame whereby an approaching and distancing being reached through transport members to equilibrate the hanging through of at least one carrying cable.
 43. A device according to claim 28, thereby characterized, that rolls or wheels exist and A mechanism to swivel them laterally under the outer rim of the guide-way rail to prevent a lifting off of the vehicles from the guide-way rails.
 44. A device according to claim 28, thereby characterized, that at least three gallows with rotary suspended guide-way slide devices basic frame are turned, separated and independent for each function with regard to the guide-way change cooperating guide-way slide device, around a common axis by means of motor power and separated joints, whereby the guide-way slide device with basic frame and also classed with a cabin or containers being suspended at the gallows rotary around a separated joint can be swivelled out of one guide-way position in a neighbouring guide-way position and completing other pair of guide-way slide devices with basic frames swivel subsequently, whereby the displacing at the level and sideward of the vehicle portions are combined to one arch-like motion.
 45. A device according to claim 28, thereby characterized, that one motor as a driving device overtakes the function of the drive for the running wheels as well as the one for the other functions through the interposition of a clutch operated by a kind of centrifugally operated switch.
 46. A device according to claim 28, thereby characterized, that wheels are used with an inner and an outer flange.
 47. A device according to claim 28, thereby characterized, that the device for the production of a correct rail seat of the guide-way slide devices, wheels or sleds, consist of a crank-like swivelling mechanism which works in a current direction and brings the guide-way slide devices being still distant from the rail in contact with the latter.
 48. A device according to claim 28, thereby characterized, that, for the production of a correct rail seat of the guide-way slide devices, wheels or sleds, consists of at least one shaft on whose end being in each case at least one supporting wheel or a kind of sled and/or an obstacle, like for example a disk, bar or roll, and consisting of a shaft mount with oblique guidance for each shaft inclined towards the rail and consisting of at least one retainer for each shaft whose triggering through a connection with an operating member causes the approaching of each obstacle towards the next rail up to the contact with the latter and causing during the lowering of the vehicle a rising of the shafts in the shaft mounts whereby the supporting wheel pairs or sleds close around the guide-way as a tongue and, finally, they set the guide-way slide devices perpendicularly to the guide-way.
 49. A device according to claim 28, thereby characterized, that clamps at the area of the vehicle bottom serve to secure a correct rail seat of the guide-way slide devices during the depression suppression of the vehicle to the guide-way.
 50. A device according to claim 28, thereby characterized, that the device for a the production of a correct rail seat of the guide-way slide devices, wheels or sleds, has A mechanism for the temporary moving away of guide-way slide devices or supporting wheel or sled from the respective next rail to render possible the passing of rail switches with the customary vertical rail tongues.
 51. A device according to claim 28, thereby characterized, that a vehicle is carried by guide-way slide devices on at least one frame by guide-ways of both sides of a staggered pillar arcade and thereby is held together bridge-like by a frame.
 52. A device according to claim 28, thereby characterized, that a vehicle which runs on multiple guide-ways has telescopic extending tubes or rails in direct or indirect connexion with the cross axes of the guide-way slide devices or their frames to secure the holding together of the lateral vehicle portions and to secure the correct guide-way seat of the guide-way slide devices and the distance between the bottom of the vehicle portion to the guide-way underneath can be controlled by motor means, if a tilting of the cabin or load shall be avoided.
 53. A device according to claim 28, thereby characterized, that a vehicle which runs on multiple guide-ways has at least one perpendicular connexion from the cross axes of the guide-way slide devices to at least one respective swivelling joint with at least one sleeve through which a kind of tube or bar is slid, bearing a portion of the cabin or load, whereby a brake against the sliding movement can be used, if a better load distribution is required.
 54. A Method for the order and equipment of guide-way rails for the multiplex guide-way traffic also as toys, thereby signified, that several guide-ways are arranged parallel to one another and staggered in steps at least here and there at the rule on guide-way carriers, whereby the level is altered from one guide-way to another in an equal extent, if the case ensues of a transition toward guide-ways at the same level, so that, shown in a cross-section view, the tangent at least approximately on the outer rails builds a decreasing angle toward the horizontal line and whereby a stepwise graduation may occur also inside of a guide-way in so far as the inner rail situated next toward the carrier is higher fitted to be strained through rail slide devices from below because of a load which is dislocated outwards, for the aim solving the task of spatial nearness by the kind of the arrangement and shaping of the guide-ways and that the carriers meet the kind and shape of the vehicles and the efficiency.
 55. A method according to claim 54, thereby characterized, that the guide-ways are staggered at the level and carried by a stepped earth dam with a lateral propping along the single guide-ways at least up to the last, but one by walls, plates or fences which, may be braced by bars or tow ropes.
 56. A method according to claim 54, thereby characterized, that the guide-ways are staggered at the level and carried by struts or pillars arched as an arcade or half arcade.
 57. A method according to claim 54, thereby characterized, that rail bearing horizontal and vertical legs cling to a bent arcade, or pillar for a better stability.
 58. A method according to claim 54, thereby characterized, that at least one further guide-way carrier arcade or half arcade is connected parallel to the first one so as the further arcades can to be used for a climbing over by vehicles or for the distribution of an extended but to a unit combined transport load borne from guide-way slide devices on multiply guide-ways of multiply arcades.
 59. A method according to claim 54, thereby characterized, that guide-ways are arranged over one another at a framing having a circular up to elliptic shape shown in a cross-section view.
 60. A method according to claim 54, thereby characterized, that pillars, from tubes up to solid structures, bearing multiple guide-ways over one another, are connected with each other in the earth by cables or bars and/or that even such are stretched laterally with fixed or anchored free ends.
 61. A method according to claim 54, thereby characterized, that fire extinguishing installations are borne above at guide-way carriers (pillars) which can mainly unfold their working along the guide-ways.
 62. A method according to claim 54, thereby characterized, that two guide-way slide devices run on two guide-way rails from which one is mounted at the ascending leg of the carrier element higher than the other more distant horizontally outward at the carrier pillar projecting leg, whereby the guide-way slide device, wheel of sled, leans on the rail on the horizontal leg from above while the rail at the ascending leg is loaded by the rule from below.
 63. A method according to claim 54, thereby characterized, that at least two parallel guide-ways are arranged at the same level on a step of a supporting pillar whereby, in each case, the outer guide-way roof-like projects up to the second lower guide-way.
 64. A method according to claim 54, thereby characterized, that the number of guide-way steps is altered and thereby the guide-ways are rising and descending arranged way.
 65. A method according to claim 54, thereby characterized, that the level of the guide-way steps is equally diminished in relation to the neighbouring guide-ways, which means at least out of a cross-section view, excepted the lowest one of the plane for which it strived in order to render possible the transition of vehicles which are distributed on multiply guide-ways to parallel guide-ways on the same plane whereby this process may be also reversed to come out of a guide-way plane.
 66. A method according to claim 54, thereby characterized, that additionally to the load distribution to multiply guide-ways such one ensues by suspended guide-way slide devices with basic frame which run on at least one guide-way exceeding the load space with regard to the distance extension whereby tension or pressure taking up connections are fitted from the latter towards the load space
 67. A method according to claim 54, thereby-characterized, that the space between and under the carrier pillars is used for transport applications while the passenger traffic is exclusively effected on the guide-ways outside the carrier pillars.
 68. A method according to claim 54, thereby characterized, that stepped up guide-ways are slowly and parallel lowered together in the same angle, inspected at the cross-section, to the next lower step, whereby the lowest guide-way is broken off before it is replaced by the previous higher guide-way.
 69. A method according to claim 54, thereby characterized, that a higher guide-way rail is continued at a certain distance parallel to rail, to permit a change to a guide-way with parallel rails at the same level.
 70. A method according to claim 54, thereby characterized, that a guide-way segment bridges in the form of a segment a short stretch with hinged joints which may be lowered to the guide-way below it and is lockable in horizontal position after being again lifted by means of motor power.
 71. A method according to claim 54, thereby characterized, that a guide-way segment as switch portion can be removed and exchanged by a guide-way segment with another curvature so that the connection is brought about with another guide-way with directional change.
 72. A method according to claim 54, thereby characterized, that roof guide-way rails are used which extend over at least one portion of a vehicle reaching in a bow along to the running rails nearly to the level of the latter to enable an evading or overhauling of the subsequent vehicle.
 73. A method according to claim 54, thereby characterized, that A device is used to temporarily lead the roof guide-way rail segments backwards into the length dimension of the other vehicle portions to enable a mutual approaching of all vehicle portions on the same guide-way level.
 74. A method according to claim 54, thereby characterized, that a vehicle changes to the guide-way situated next to it, over the roof guide-way rails of another vehicle or that it overrides the latter in this way
 75. A method according to claim 54, thereby characterized, that, preferably in transition and servicing chambers, at least passenger vehicles on guide-ways are conducted so tightly against one another that a direct climbing over or sliding of persons or transport portions to another is made possible during the transition between the local and the long distance traffic.
 76. A method according to claim 54, thereby characterized, that a transition ensues between rail and rope adapted to the fitting of the vehicles as staying and suspension form.
 77. Guide-way rails for the traffic on multiplex parallel guide-ways also as toys thereby characterized, whereby at least a part of the rail may be adapted to the task by a special shaping like additional edges or grooves for the guide-way change according to the height especially because the weight dislocation of vehicles and the lateral wind pressure working against the latter, perhaps by a at least temporary leaning on of supporting means of vehicles against rail surfaces which are not strained from rail slide devices otherwise including the fitting with more than one surface touching by the rail slide devices while the attachment angle of the latter towards the rail portions being different, all this being valid if the vehicles are not adapted to usual rails, including the shaping of rails and including devices, to avoid the usual switch tongues through the implementation of a guide-way gap through rail segments of different and adapted curvature, which can also perform lateral guide-way change on the same level without the lifting up of rail slide devices, if supporting wheels or feeler exist engaging in another angle as a perpendicular one at the rail or engaging at other rail portions and if a device for the withdrawal of the supporting wheels or feelers is absent and this all being bought about in an economical way.
 78. A device according to claim 77, thereby characterized, that rails have a broadened outer edge or rim to secure the engaging from below by a supporting wheel and to also render possible an embracing through a supporting wheel rolling from below or through a clamp.
 79. A device according to claim 77, thereby characterized, that a rail has a lateral ledge, at least on one side, projecting under the surface nearly to the lateral end of this surface serving to a support of the guide-way slide devices against a lateral tipping of the vehicle.
 80. A device according to claim 77, thereby characterized, that a rail is accompanied from a higher one serving to a support of the guide-way slide devices against a lateral tipping of the vehicle.
 81. A device according to claim 77, thereby characterized, that rails with grooves are used for the uptake of wheel portions serving to a support of the guide-way slide devices against a lateral tipping of the vehicle.
 82. A device according to claim 77, thereby characterized, that rails consist, for a segmental application, of two partial rails whereby both partial rails offer a bearing surface and whereby the one partial rail embraces the other as clamp in such a manner that both partial rails hold together also when vertically loaded if they are distracted a piece in the longitudinal direction as by earthquakes.
 83. A device according to claim 77, thereby characterized, that two parallel carrying cables are applied which are hindered from a excessive lateral rope waving through bars bearing the guide-way slide devices and joining with the vehicles to equilibrate this lateral rope waving.
 84. A device according to claim 77, thereby characterized, that a carrying cable is applied, which preferably consists of multiply laterally separated portions, around which linear motor components are present, embedded in synthetic material, which may be also present at the bottom side of the carrier cable, serving for the drive of a sled with linear motor.
 85. A device according to claim 77, thereby characterized, that a outer guide-way rail of a guide-way pillar is shaped as a lying T on the end of the carrier ledge on the carrier pillar, the T-rail having a portion for passing from above as well as such for passing from below, eventually also such potions to passing from the sides.
 86. A device according to claim 77, thereby characterized, that a rail switch consists of a guide-way gap which can be closed by two rail segments of a different bend, thereby preferably a straight one, by a shifting or/and clapping device.
 87. A device according to claim 77, thereby characterized, that near to the rail, alongside or before and after a switch, it switching influences the mechanism for the temporary moving away of guide-way slide devices or supporting wheels or sleds from the rail before and after the switch passage by a kind of templet.
 88. A device according to claim 77, thereby characterized, that single guide-ways are branched from the parallel multiple guide-ways and guided parallel and near to the single guide-way of a other transport system or in a servicing and resetting centre to exchange directly persons, seats, cabin portions, cabins or guide-way slide devices with fastening complex of cabins by a kind of fork, which is shifted cross to the guide-ways.
 89. A method for the rail traffic on multiply parallel guide-ways as toys thereby characterized, that the vehicle, fitted with at least one kind of frame with at least one cabin, or container or other means for the uptake, or fastening of goods and fitted with motor drive and guide-way slide devices (moving-on devices), wheels or sleds for linear motor drive, the motor being able therefore to influence the above, and being for his part able to carry transport members, partially movably mounted at the frame, with additional guide-way slide devices, these or this of the rest of the vehicle in connection with the frame to a neighbouring rail guide-way; and that being brought about through motor or with storage power fitted driving devices for lifting and thrusting and including swivelling movements between frame and transport members and therefore characterized, that finally, the vehicle with its guide-way slide devices and the transport members with their guide-way slide devices, after a temporary contact of both kinds of guide-way slide devices at the same time with both neighbouring rail guide-ways, being united successively on the neighbouring guide-way by means of a solution from the primary guide-way, whereby all guide-way slide devices are aligned to the guide-way run by means to adjust the position between the guide-way slide device and the rails parallel before the guide-way contact, and thereby characterized, that, preferably, the guide-ways are arranged elevated in steps, at least here and there, preferably mounted on a kind of carrier pillars usually in bows or half bows and thereby that vehicle portions as well as rails are adapted through supporting devices to the task, to balance weight transposition during the guide-way change as means for a secure landing on rails and also eventually on a rail-free parking lane, and also thereby, That a stepwise lifting of rails may occur also inside of a guide-way in so far as the inner rail situated next towards the carrier is higher fitted to be strained through guide-way slide devices from below because of a load which is dislocated outwards to being additionally able to evade customary guide-way switches with guide-way tongues as far as they are applied by a withdrawal of supporting devices at the rail area, in the case that these switches with rail tongues are not only applied during climbing over the guide-way, an application of adequately adapted switch constructions [without guide-way tongues] with means to slide or clap away rail segments filling a guide-way gap in the case that supporting devices against the tipping are used at the vehicles and a branching of the guide-ways is applied and whereby sensor devices are used in interaction with at least one control unit, at least for the solution of the task to effect a secure landing on the guide-ways or the ground and to preserve the safety distance towards neighbouring vehicles, and thereby characterized that, as far as such vehicles are employed which transgress the single gauge, as perhaps for the goods traffic, that ensues permanently on multiply guide-ways, when such are successively carried over to a common plane by a stepwise ascent or descent, the guide-way slide devices are thereby held operating inserted adjusted into the single rails by means of devices, with or without a slanting positioning of the vehicles cross axes whereby one can desist from a climbing over between the guide-ways in the case of this utilization, and thereby characterized, that the solution of the task in any case of execution at the rule is accompanied by corresponding safety controls, and usually, by at least one control device from outside of the vehicle for many cases.
 90. A method according to claim 89, thereby characterized, that guide-way rails being staggered up on carrier elements are held together from below and are supported by means of clamps.
 91. A method according to claim 89, thereby characterized, that folded bellows are used as push an pull devices, eventually supported by tension springs, and transport members devices whereby the folded bellows can be destined to an abrupt development through retainer, if required.
 92. A method according to claim 89 thereby characterized, that the fluid or gas transfer to the push and pull devices as transport member of the slides as support element ensues through a valve device in which the end of a afflux line in a bore has contact with two distributor lines, subsequent to each other, for two equal distance units, in other words switching steps, whose length is destined by the distance of the distributor lines, and whereby one draining-off line is in each motion follows-up for an emptying of the line after being supplied before and whereby both fluid conducting lines are alternately connected with different working pneumatic or hydraulic transport members.
 93. A method according to claim 89, thereby characterized, that, after a horizontal shifting of a wheel by means of a transport member, into the vertical projection of a rail, the wheel is impeded from a further displacement through a kind of a stop projecting from slide and that crank arms, which are connected with the housing, are vertically displaced during the continuation of the horizontal shifting movement, whereby an approach of the wheel to the rail is effected.
 94. A method according to claim 89, thereby characterized, that that stilts are use as transport members which are driven by spring power produced by the swivelling movement of a spring tension pawl, driven from at least one motor and whereby an operation disc as portion of a movement compound machinery with at least one retainer and at least one release pawl as control unit, works with a cam against with or without the intermediation of a kind of crank toward at least one stilt, which is thereby stretched to a rail or spread from a rail with guide-way slide devices on its end, inclusive clamps or at least one shaft with supporting devices for the producing a correct rail seat with at least one arresting slide, being released before the suppression of lifted up guide-way slide devices toward the rail.
 95. A method according to claim 89, thereby characterized, that the lock which locks the supporting wheel or sled shaft is triggered through the coupling on to a partial rotation of a disk which initiates a respective ascent or descent movement of the vehicle.
 96. A method according to claim 89, thereby characterized, that the movement compound machineries for the ascent and descent of the vehicle are respectively classed with one rotation direction of the spring tension pawl, the rotation direction of the release pawls being respectively classed to the opposite rotation direction.
 97. A method according to claim 89, thereby characterized, that the springs of all movement compound machineries are tightened through the rotation of the spring tension pawls in one direction, while the release pawls for ascent and descent of the vehicle are moved operating in opposite directions.
 98. A method according to claim 89, thereby characterized, that the springs of the movement compound machineries are tightened through the rotation of at least one spring tension pawl in both direction but divided in two half circles to serve the vehicle ascent and descent.
 99. A method according to claim 89, thereby characterized, that a guide-way slide device, with basis frame being driven from a motor of another guide-way slide device which runs temporary on another guide-way.
 100. A method according to claim 89, thereby characterized, that the movement compound machineries for the ascent and descent of the vehicle are respectively classed with one rotation direction of the spring tension pawl, the rotation direction of the release pawls being respectively classed to the opposite rotation direction
 101. A method according to claim 89, thereby characterized, that the shaft suppression for supporting means for the production of a correct guide-way seat is temporary locked by a kind of a retainer which is triggered through A mechanism in a direct or indirect dependence from a control unit.
 102. A method according to claim 89, thereby characterized, that the triggering of the retainers ensues through a coupling with the functional running up during the movement of the transport members.
 103. A method according to claim 89, thereby characterized, that the lock which locks the supporting wheel or sled shaft is triggered through the coupling on to a partial rotation of a disk which initiates a respective ascent or descent movement of the vehicle:
 104. A method according to claim 89, thereby characterized, that a kind of overhaul pawl is interconnected between the cam and a bar which works to the stilts and permits the drive of the stilts only in one direction.
 105. A method according to claim 89, thereby characterized, that the stilts are driven from a motor which simultaneously works at two axes which stand perpendicular against each other and through these to the pawls and through these to the discs, for example in the weight-balanced middle of the longitudinal axis of the vehicle, which are distributed there to the movement compound machineries as driving devices respectively to their influence direction towards the stilts.
 106. A method according to claim 89, thereby characterized, that a longer spring resilient slide device works instead of a buffer stop at the area of the guide-way segment breaking off the guide-way distance, that slide being preferably combined with a catching net to brake the plunge of the vehicle and to mitigate its result.
 107. A method according to claim 89, thereby characterized, that, for the production and/or conservation of a correct rail seat of guide-way slide devices, wheels of sleds, at least one shaft—an obstacle, perhaps a disc, roll or rod, projecting at least temporarily on the end of this cross to the guide-way course—is at least temporarily approached laterally to a rail and contacts with it at least in the case of A deviation of the perpendicular projection of the guide-way slide devices to the guide-way course or during an imbalance of the adjusting of the guide-way slide devices to the rails.
 108. A rail vehicles as toys which runs at least temporary on at least two parallel guide-ways, thereby characterized that it has at least one cabin or container for the uptake or fastening of goods with driving motor including guide-way slide devices, wheels or sleds, and transport members, i.e. lifting and sliding devices and/or rotation devices which are appropriate to move successively the guide-way slide devices in a lifting, suppressing, according to a slide lateral shifting or entire swivelling out motion toward a neighbouring guide-way and to unit there finally all vehicle portions; and also devices exist to prepare and to produce the exact rail seat of the guide-way slide devices, and whereby the guide-ways are at least there and here staggered and whereby at least one control unit for the motor of the drive of the guide-way slide devices and transport members and/or other functions exist, and whereby as a rule at least one inner and outer control unit cooperate; and whereby the drive of both functions, running drive and the drive of the transport member and/or their motor drive can be unit through clutch and transmission, and whereby at more pretentious devices sensor devices exist in connection with at least one control unit inside or outside which serve the security distance to other vehicles and/or other security functions, included the possibility to change into a guide-way system consisting of transparent tubes under change and supplement of the drive equipment.
 109. A device according to claim 108, thereby characterized, that carrier elements or vertical members for the guide-way rails are composed by bend or step portions which can be fastened with each other.
 110. A device according to claim 108, thereby characterized, that H-shaped carrier elements exist for a guide-way running over one another which may be connected with one another.
 111. A device according to claim 108, thereby characterized, that wire bows are stepwise bent up and then again multiply deflected serving as guide-way carrier.
 112. A device according to claim 108 thereby characterized, that gas out of a gas capsule serves as driving means for transport member, including other driving functions, whose seal having a pre-produced channel closed by a kind of a plastic or wax which may be opened by a heating wire loop
 113. A device according to claim 108 thereby characterized, that folded bellows serve as motor and/or portion of transport members.
 114. A device according to claim 108 thereby characterized, that a fluid valve as part of a motor has a gas afflux tube and a distributor tube, the afflux tube fed out of an afflux line having at least one deduction opening into the space between both tubes which is separated by annular seals on the distributor tube, the latter having deduction openings into supply lines to working organs, and whereby one of the two tubes is moved through a thread spindle by a motor.
 115. A device according to claim 108, thereby characterized, that two rings in a fluid valve are moved co-centrically one of which has two radial bores for the annexing of an afflux and for a flow back line for fluid or gas and the other ring having multiply radial bores with lines to the working organs, whereby seals of the afflux and backflow bores are fitted against the turning ring.
 116. A device according to claim 108 thereby characterized, that multiply spring blocks as transport members are fastened with one end on a slide and are interrupted by a flexible connection from which at least one is conducted over an idler and one is fastened with the end on a housing portion for the moving back by tension working of that slide increasing thereby the pre-tension working and diminishing the extraction length to the necessary maximum tension
 117. A device according to claim 108, thereby characterized, that additional transport members with the guide-way slide devices exist between the vehicle frame and the extended slide portions as transport members, the frame of guide-way slide devices having again further vertically working transport members, if necessary for the placing of the former on the guide-way.
 118. A device according to claim 108, thereby characterized, that the stilts as transport members for the additional guide-way slide devices are driven from a motor which simultaneously works at two axes which stand perpendicular against each other and through these to the pawls and through these to the discs, for example in the weight-balanced middle of the longitudinal axis of the vehicle, which are distributed there to the movement compound machineries as driving devices respectively to their influence direction towards the stilts.
 119. A device according to claim 108, thereby characterized, that a bar is inserted between each of the two stilts which are positioned opposite on the broad side of the vehicle, being driven from a single motor power and operating thereby both stilts in the same direction.
 120. A device according to claim 108, thereby characterized, that an eccentric bar connection exist between two stilts, counter running swivelling on the longitudinal side of the vehicle, so that both stilts are simultaneously operated by a motor drive which engages only to one tilt.
 121. A device according to claim 108, thereby characterized, that two movement centres exist, distinctly distant from the middle of the longitudinal axis and from each other, from which a stilt pair swivels in each case into the opposite direction to the corresponding stilt pair of the opposite movement centre.
 122. A device according to claim 108, thereby characterized, that the fix point on the disc consists of a spring tongue with shoulder, the spring tension pawl bumping against it, and that a neighbouring disc or lamella has a gap into which the shoulder of the spring tongue is able to evade after disc is turned and the spring is tightened, so that the spring tension pawl can overhaul the spring tongue.
 123. A device according to claim 108, thereby characterized, that the shoulder of a spring tongue on a disc or lamella serves as retainer for the locking of the disc evading and hooking into the gap of a neighbouring disc or lamella and later being displaced by the release pawl.
 124. A device according to claim 108, thereby characterized, that multiply discs, turning separated and single through spring working after their release, are served with each corresponding portions as movement compound machineries by a single motor for tension and release motion and that the arresting points, respect . . . the release points, are distributed over the movement compound machineries in distances to each other in different rotation angles from the view point of a common rotation of the pawls, so that the respective release pawl is triggering effectively inside of a controlled order of sequence.
 125. A device according to claim 108, thereby characterized, that a disc exists for a movement compound machinery applied in plurality in a vehicle with stilts and a spring tension pawl, swivelling around the disc, driven by a motor, the spring tension pawl turning the disc during its swivelling through an impact against a spring tongue of the disc whereby a spring is tightened either between a housing mount or between this disc and a second one with a cam for operating a stilt over a kind of crank or connecting cross bar which connects the latter with another stilt, if two stilts on one side, in the last case the rotation of the operating disc being then temporarily locked by a retainer, preferably by an elastic arresting tongue of the moved disc in a gap of the a lamella which stands fixed at the housing, and whereby the moved disc is arrested by another retainer subsequent to the spring tensioning and that at least one release pawl exists, likewise turned around the disc axis by the motor, so that the operation disc, being arrested at the lamella, is set moving by triggering off the retainer through the spring power working whose movement is transferred through the cam on the operating disc to rotate at least one stilt with or without the interposition of the crank or connecting cross bar while the locking between the both discs is released first with the begin of the operation of the next movement compound machinery.
 126. A device according to claim 108, thereby characterized, that the spring tongue is reinforced by a solid metal or synthetic small locking member to secure the correct angle positions with regard to the breaking off of power.
 127. A device according to claim 108, thereby characterized, that a squeezing mechanism exists which works to a disk in such a manner that the rotation movement of the disk is slowed down.
 128. A device according to claim 108, thereby characterized, that a movement compound machinery for the vehicle descent has not a spring tension pawl, because the spring is tightened over the mediation of the cam of the operation disc by its driving from the spreading stilt to catch up the plunge of the vehicle.
 129. A device according to claim 108, thereby characterized, that a movement compound machinery has a spring which works to a disk which operates a worm thread which raises the wheels of the vehicle from the rails.
 130. A device according to claim 108, thereby characterized, that clamps exist which hold the roll or wheel axes and open downwards when influenced by a huge force
 131. A device according to claim 108, thereby characterized, that the spring tongue of a disc as fixing point moved through a spring tension pawl or as retainer triggered off through a release pawl is reinforced by a solid metal or synthetic small locking member to secure the correct angle positions with regard to the breaking off of power. 